Driving mode planning method, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a driving mode switching method, electronic equipment, a storage medium and a vehicle, belongs to the technical field of automatic driving mode planning, and is used for improving the flexibility of driving mode switching. The method comprises the following steps: in response to an instruction of switching a driving mode of a vehicle into a target driving mode, starting a target function corresponding to the target driving mode; according to the target function and a first driving parameter of the vehicle, a first planning track of the vehicle is planned, and the target function is used for determining a spatial form of the first planning track; according to the target function and the first planning track, driving control corresponding to the target driving mode is carried out on the vehicle.

Description

Technical Field

[0001] This application belongs to the field of autonomous driving mode planning technology, specifically relating to a driving mode planning method, electronic equipment, storage medium, and vehicle. Background Technology

[0002] Autonomous driving mode essentially refers to a technological mode in which a vehicle, through its onboard sensors, computing units, and actuators, autonomously completes core driving tasks such as perceiving the environment, making decisions, planning, and controlling vehicle movement (e.g., acceleration, braking, and steering) without the need for continuous active human driver intervention. Its core objective is to improve traffic safety, efficiency, and travel convenience.

[0003] Vehicles typically include multiple autonomous driving modes, such as Adaptive Cruise Control (ACC), Intelligent Cruise Control (ICC), and Navigate on Autopilot (NOA). Because different driving modes are usually implemented using different, independent planning algorithms, there is a lack of a unified driving mode planning framework. Therefore, when switching between different driving modes, the vehicle needs to plan the desired mode using different algorithms before activating it. This results in high overall complexity for driving mode switching and makes it difficult to ensure consistency in driving mode planning behavior, hindering flexible switching between driving modes. Summary of the Invention

[0004] In view of the above problems, this disclosure provides a driving mode switching method, electronic device, storage medium, and vehicle to overcome or at least partially solve the above problems. The technical solution is as follows: In a first aspect, embodiments of this application provide a method for switching driving modes, the method comprising: in response to an instruction to switch the driving mode of a vehicle to a target driving mode, activating a target function corresponding to the target driving mode; planning a first planned trajectory of the vehicle based on the target function and first driving parameters of the vehicle, wherein the target function is used to determine the spatial form of the first planned trajectory; and performing driving control of the vehicle corresponding to the target driving mode based on the target function and the first planned trajectory.

[0005] Optionally, the first driving parameters include following distance and cruising speed. The step of planning the first planned trajectory of the vehicle based on the target function and the first driving parameters of the vehicle includes: planning the planned path of the vehicle based on the target function; planning the planned speed of the vehicle based on the following distance and the cruising speed; and planning the first planned trajectory based on the planned path and the planned speed.

[0006] Optionally, activating the target function corresponding to the target driving mode includes: activating the target function when the target driving mode is adaptive cruise control, wherein the target function includes stop-and-go scenario decision-making.

[0007] Optionally, activating the target function corresponding to the target driving mode includes: when the target driving mode is intelligent cruise control, activating the target function, the target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, lever lane change, efficiency lane change, and lane avoidance.

[0008] Optionally, activating the target function corresponding to the target driving mode includes: when the target driving mode is pilot assist driving, activating the target function, the target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, navigation lane change, lever lane change, efficiency lane change and lane avoidance.

[0009] Optionally, after performing driving control on the vehicle corresponding to the target driving mode based on the target function and the first planned trajectory, the method further includes: performing trajectory splicing based on the target function and the second driving parameters of the vehicle to obtain a second planned trajectory; and performing driving control on the vehicle corresponding to the target driving mode based on the target function and the second planned trajectory.

[0010] Optionally, the target driving mode includes one of the following: adaptive cruise control, intelligent cruise control, and pilot assist, wherein the pilot assist has a higher priority than the adaptive cruise control and the intelligent cruise control, and the intelligent cruise control has a higher priority than the adaptive cruise control.

[0011] Secondly, embodiments of this application provide a driving mode switching device, the device comprising: a configuration module, configured to activate a target function corresponding to the target driving mode in response to an instruction to switch the driving mode of a vehicle to a target driving mode; a planning module, configured to plan a first planned trajectory of the vehicle based on the target function and first driving parameters of the vehicle, wherein the target function is used to determine the spatial form of the first planned trajectory; and a control module, configured to perform driving control of the vehicle corresponding to the target driving mode based on the target function and the first planned trajectory.

[0012] Thirdly, embodiments of this application provide an electronic device including a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the method described in the first aspect.

[0013] Fourthly, embodiments of this application provide a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method described in the first aspect.

[0014] Fifthly, embodiments of this application provide a vehicle, the vehicle comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the steps of the method described in the first aspect.

[0015] By employing the above technical solution, this application provides a driving mode switching method that unifies the planning framework (planning algorithm) for vehicle driving mode switching. Specifically, based on the target driving mode to be switched to, the corresponding target function is activated. A first planned trajectory for the vehicle is planned based on the target function and first driving parameters. Then, driving control corresponding to the target driving mode is performed on the vehicle according to the target function and the first planned trajectory. In this way, the same planning framework (planning algorithm) is used when switching different driving modes, unifying the planning framework, improving the flexibility of driving mode switching, and ensuring consistent planning behavior across different driving modes. Furthermore, the embodiments of this application use the same planning framework (planning algorithm) when switching different driving modes, improving the reusability of logic code and avoiding the problems of code redundancy, resource waste, and maintenance difficulties caused by using different planning algorithms for different driving modes, thus reducing resource overhead.

[0016] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the system architecture of a driving mode switching method provided in an embodiment of this application; Figure 2 This is a schematic diagram of parameter management provided in an embodiment of this application; Figure 3 This is a flowchart illustrating a method for switching driving modes provided in an embodiment of this application; Figure 4 This is a schematic diagram of a driving mode switching structure provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application; Figure 6 This is a schematic diagram of a vehicle structure provided in an embodiment of this application. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0021] Traditional autonomous driving systems typically employ completely independent planning architectures (planning algorithms) for each driving mode when switching between different driving modes (e.g., ACC, ICC, NOA). Different planning architectures use different hard-coded methods to implement each driving mode, lacking a unified planning framework. This results in high system complexity and difficulty in ensuring consistent driving mode switching behavior. Developing independent planning architectures for each driving mode leads to code redundancy, maintenance difficulties, and wasted resources. Because each driving mode uses independent parameter interfaces and lacks a unified parameter management mechanism, the parameter transmission mechanisms (such as following distance and cruise speed) between different driving modes are inconsistent, leading to inconsistent planning behavior. Furthermore, the lack of a clear state priority management mechanism when multiple driving modes coexist can result in planning conflicts or unexpected behaviors.

[0022] To address the aforementioned issues, embodiments of this application provide a method for switching driving modes, an electronic device, a storage medium, and a program product. The following, in conjunction with the accompanying drawings, provides a detailed description of the method for switching driving modes, the electronic device, the storage medium, and the program product provided by this application through specific embodiments and application scenarios.

[0023] Figure 1 This is a schematic diagram of the system architecture of a driving mode switching method provided in an embodiment of this application, such as... Figure 1 As shown, it mainly includes four core components: status management module 101, function configuration module 102, unified planning module 103, parameter interface module 104, and control command output module 105.

[0024] Specifically, the state management module 101 is responsible for managing different driving modes and their priority relationships. For example, the priority relationship from high to low is: Navigate on Autopilot (NOA), Intelligent Cruise Control (ICC), and Adaptive Cruise Control (ACC) (lowest priority). Among them, NOA includes City NOA (CNOA) (highest priority) and Highway NOA (HNOA).

[0025] Among them, ACC is the basic driver assistance function, used to achieve speed maintenance and following. ICC is an enhanced driver assistance function, adding lane keeping and limited lane changing capabilities on the basis of ACC. NOA is the advanced autonomous driving function, realizing autonomous driving capabilities in all scenarios, including CNOA and HNOA. The state management module defines the driving mode priority rules, that is, the higher priority driving mode overrides the lower priority driving mode, and only one driving mode can be activated at a time. In this way, the priority of each driving mode can be clearly defined when multiple driving modes coexist, avoiding planning conflicts or unexpected behaviors.

[0026] In this embodiment, the state management module also defines the driving mode states, including: ACTIVE (function fully activated) and STANDBY (function ready). For example, if CNOA is already in the STANDBY state, and the planned trajectory can be determined normally, CNOA will switch from the STANDBY state to the ACTIVE state, thereby activating the CNOA driving mode.

[0027] The function configuration module 102 is mainly used to dynamically configure the planned function switches according to the driving mode to be switched. The function configuration module 102 establishes a function flag system. Through the modular function flag system, it can realize the flexible combination and switching of planned functions, as shown in the table below:

[0028] The aforementioned flag bits can be Boolean flag bits, which are variables in a computer, typically true / false or 1 / 0. Flag bits are used to indicate whether a certain state, condition, or event has occurred or been met. In this embodiment, Boolean flag bits can be used to indicate whether a function is enabled. When the flag bit is true, it indicates that the function is enabled; when the flag bit is false, it indicates that the function is disabled. In this embodiment, in addition to Boolean flag bits, other types of flag bits can also be used, such as enumerated flag bits.

[0029] Trajectory stitching (stitcher): Take the position of the trajectory point in the previous frame of the planned trajectory as the expected position. If the expected position is significantly different from the current position of the vehicle, the trajectory is planned from the current position; otherwise, the trajectory is planned from the expected position (that is, the trajectory point in the previous frame of the planned trajectory).

[0030] Following-stop scenario decision-making: Dynamic decision-making that automatically adjusts vehicle speed and stops when necessary based on real-time perception of vehicles ahead, obstacles, etc.

[0031] Decision-making in vertical scenarios beyond stop-and-go scenarios: In addition to stop-and-go scenarios, it also covers a series of dynamic decision-making processes in vertical scenarios, such as vehicle start-up, acceleration, cruising, deceleration, hill control, adaptation to special road conditions, and stopping at intersections.

[0032] Navigation lane change: This means that the vehicle can initiate and complete the decision-making and execution process of changing lanes based on the planned route provided by the navigation system.

[0033] Lane changing via turn signal lever: The driver can trigger the vehicle to change lanes automatically by moving the turn signal lever (turn signal lever).

[0034] Efficient lane changing: A proactive lane-changing strategy aimed at improving the overall traffic efficiency of the road network in complex traffic environments. Its core logic is to dynamically select the optimal lane by analyzing lane flow, speed distribution, and traffic flow characteristics in real time, thereby reducing time wasted due to congestion or slow-speed driving.

[0035] Lane avoidance: refers to the scenario decision-making function of a vehicle to avoid sudden obstacles (such as pedestrians, debris, and debris from disabled vehicles) in or near the lane without deviating from its current driving lane, through the coordination of longitudinal control (acceleration / deceleration) and lateral fine-tuning (small-amplitude steering without crossing lane lines).

[0036] Function configuration module 102 defines the mapping rules between each driving mode and each function: ACC mode: Only enables trajectory stitching and stop-and-go scenario decision-making.

[0037] ICC Mode: Enables trajectory stitching, decision-making for stop-and-go scenarios, decision-making for longitudinal scenarios other than stop-and-go scenarios, lane changing via lever, efficient lane changing, and lane avoidance; disables navigation lane changing.

[0038] NOA Mode: Enables all functions (enables trajectory stitching, decision-making for following and stopping scenarios, decision-making for longitudinal scenarios other than following and stopping scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance), supporting complex scenario decisions and all types of lane changing.

[0039] The unified planning module 103 is used to reuse the same planning algorithm when switching between different driving modes. It controls specific behaviors through function flags. Its specific planning process includes: driving mode judgment and function configuration, planning the planning path, planning the planning speed, and planning the planning trajectory. By reusing the same planning algorithm for different driving modes and driving different behaviors through configuration, it can improve the code logic reuse rate, improve resource utilization, and ensure the consistency of the planning behavior process for different driving modes.

[0040] The parameter interface module 104 manages parameter inputs from the vehicle system in a unified manner, such as... Figure 2As shown, the parameter interface module receives parameters from the vehicle system, such as following distance (acc_timegap_set_value) and cruising speed (acc_speed_set_value). The parameter interface module publishes the parameters to the unified planning module, stores them in the data structure that stores context data in the planning algorithm, and uses them for the planning algorithm of driving mode.

[0041] The control command output module 105 is used to output control commands based on the vehicle's planned trajectory and the target function to activate the vehicle's driving mode, and to control the vehicle's movement through the activated driving mode.

[0042] Figure 3 The diagram illustrates a flowchart of a driving mode switching method according to an embodiment of this application. This method can be applied to a vehicle controller, which may include a state machine for managing different driving mode states and their transitions, such as... Figure 3 As shown, the method includes the following steps: Step S301: In response to the instruction to switch the vehicle's driving mode to the target driving mode, activate the target function corresponding to the target driving mode.

[0043] In this embodiment, the driver can switch the vehicle's driving mode to a target driving mode based on the driving scenario and road conditions. The target driving mode can be any driving mode, such as ACC, ICC, or NOA. The target driving mode can be determined by the driver based on the actual driving scenario and road conditions. For example, in a highway driving scenario, the driver can choose to switch to HNOA as the target driving mode; in a straight road driving scenario with less traffic, the driver can choose to switch to ICC, etc. In other words, the driving mode switching method provided in this embodiment is applicable to any driving mode and any driving scenario.

[0044] This application embodiment configures corresponding functions for each driving mode, and the activation and deactivation of the functions corresponding to each driving mode can be controlled by function flag bits. For example, the mapping rules between each driving mode and function are as follows: ACC mode: only trajectory stitching and stop-and-go scenario decision-making are enabled. ICC mode: trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making outside of stop-and-go scenarios, lever lane changing, efficiency lane changing, and lane avoidance are enabled, while navigation lane changing is disabled. NOA mode: all functions are enabled (trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making outside of stop-and-go scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance are enabled), supporting complex scenario decision-making and all types of lane changing. In this application embodiment, when the vehicle controller receives an instruction to switch the vehicle's driving mode to the target driving mode, it responds to the instruction by controlling the flag bits corresponding to each function based on the mapping rules between driving modes and functions, thereby activating the target function corresponding to the target driving mode.

[0045] As an example, when the target driving mode is ACC, the vehicle controller can respond to the activation command and, based on the above-mentioned mapping rules between driving modes and functions, activate the target function corresponding to ACC by controlling the function flag: activating trajectory stitching and stop-and-go scenario decision-making.

[0046] As another example, when the target driving mode is ICC, the vehicle controller can respond to the activation command and, based on the above-mentioned mapping rules between driving modes and functions, activate the target function corresponding to ICC by controlling the function flag: trajectory stitching, stop-and-go scenario decision, longitudinal scenario decision outside of stop-and-go scenarios, lever lane change, efficiency lane change, and lane avoidance.

[0047] As another example, when the target driving mode is NOA, the vehicle controller can respond to the activation command and, based on the above-mentioned mapping rules between driving modes and functions, activate the target function corresponding to NOA by controlling the function flag: activate trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making outside of stop-and-go scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance.

[0048] Step S302: Based on the target function and the vehicle's first driving parameters, plan the vehicle's first planned trajectory.

[0049] After the target function corresponding to the target driving mode is activated, this embodiment of the application can plan a first planned trajectory for the vehicle based on these target functions and the vehicle's first driving parameters. Specifically, the first driving trajectory may include the vehicle's path, speed, etc., during the driving process. The first driving parameters may be parameters used to determine the vehicle's driving speed, such as the vehicle's cruising speed, following distance, etc.

[0050] In this application embodiment, the target function can be used to indicate which functions the vehicle can perform in the target driving mode. Based on these enabled target functions and the first driving parameters, the first planned trajectory of the vehicle can be planned, and based on these target functions, the spatial form of the first planned trajectory can be determined. The spatial form is the most intuitive form of the first planned trajectory. The spatial form can include the spatial representation of the first planned trajectory, which may include lane changing, lane avoidance, driving along the current lane, lateral deviation, straight driving, etc.

[0051] As an example, when the target driving mode is determined to be NOA (Noise, Assault, and Alternate Orientation), the target functions of NOA may include decision-making in stop-and-go scenarios, decision-making in longitudinal scenarios other than stop-and-go scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance. Therefore, when planning the vehicle's first planned trajectory, the planned trajectory may include lane changing, and the spatial form of the first planned trajectory may include lane changing. Furthermore, when planning the first planned trajectory, the vehicle's speed can be planned by combining first driving parameters, such as following distance. Therefore, when following another vehicle, the vehicle's speed needs to be planned based on the following distance to avoid collisions with the vehicle in front. This application embodiment can dynamically select the optimal first planned trajectory by analyzing lane flow, vehicle speed distribution, and traffic flow characteristics in real time.

[0052] As another example, when the target driving mode is determined to be ACC, since the activated target functions only include trajectory stitching and stop-and-go decision-making, it indicates that the vehicle can make stop-and-go decisions in ACC driving mode. Therefore, when planning the vehicle's first planned trajectory, the planned path is limited to traveling along the lane centerline and lane changes are not allowed. Thus, the spatial form of the first planned trajectory only includes traveling along the lane centerline. Furthermore, when planning the first planned trajectory, the vehicle's speed can be determined by combining the first driving parameters to make stop-and-go decisions.

[0053] As another example, when the target driving mode is determined to be ICC, the target functions corresponding to ICC may include decision-making in stop-and-go scenarios, decision-making in longitudinal scenarios other than stop-and-go scenarios, lane changing via lever, efficient lane changing, and lane avoidance. Therefore, when planning the vehicle's first planned trajectory, the planned trajectory may include lane changing, lane avoidance, etc., and the spatial form of the first trajectory may include lane changing, lane avoidance, etc. Furthermore, when planning the first planned trajectory, the vehicle's speed can also be planned in conjunction with first driving parameters. For example, the first driving parameters include following distance; therefore, when following another vehicle, the vehicle's speed needs to be planned based on the following distance to avoid collisions with the vehicle in front. This application embodiment can dynamically select the optimal first planned trajectory by analyzing lane flow, vehicle speed distribution, and traffic flow characteristics in real time.

[0054] Step S303: Based on the target function and the first planned trajectory, perform driving control on the vehicle corresponding to the target driving mode.

[0055] In this embodiment, after planning a first planned trajectory based on the target function of the target driving mode and the vehicle's first driving parameters, the target driving mode can be activated to switch the vehicle's driving mode to the target driving mode. Then, the vehicle can be controlled to drive according to the first planned trajectory through the target driving mode. Furthermore, the target function of the target driving mode can be executed during vehicle operation.

[0056] As an example, if the target driving mode is determined to be NOA and the vehicle's first planned trajectory is planned, the vehicle can be controlled to drive according to the first planned trajectory through the target functions corresponding to NOA. For example, the target functions of NOA may include decision-making for stop-and-go scenarios, decision-making for longitudinal scenarios other than stop-and-go scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance. When the vehicle is controlled to drive according to the first planned trajectory through the target functions corresponding to NOA, it can change lanes according to the navigation of the first planned trajectory, recognize the driver's movement of the vehicle's turn signal lever (turn signal lever) to trigger the vehicle's autonomous lane changing action, analyze lane flow, vehicle speed distribution, and traffic flow characteristics to dynamically select the optimal lane, and avoid sudden obstacles in or near the lane lines (such as pedestrians, debris, and broken vehicle fragments) through the coordination of longitudinal control (acceleration / deceleration) and lateral fine-tuning (small steering, without crossing lane lines), automatically adjust vehicle speed and make dynamic decisions to stop when necessary. It can also make a series of dynamic decisions for longitudinal scenarios, from starting, accelerating, and cruising, to non-stop-and-go deceleration, hill control, adaptation to special road conditions, and stopping at intersections.

[0057] As another example, if the target driving mode is determined to be ACC, since ACC mode only enables stop-and-go decision-making, it can restrict the driving path to follow the center line of the current lane, automatically adjust the vehicle speed, and make dynamic decisions to stop when necessary. Therefore, when controlling the vehicle through ACC driving mode, the corresponding target function of ACC can be used to control the vehicle to drive along the center line of the lane.

[0058] As another example, when the target driving mode is determined to be ICC and the vehicle's first planned trajectory is planned, the vehicle can be controlled to drive according to the first planned trajectory through the target function corresponding to ICC. For example, when the target function corresponding to ICC includes decision-making for stop-and-go scenarios, decision-making for longitudinal scenarios other than stop-and-go scenarios, lane changing with levers, efficient lane changing, and lane avoidance, when the vehicle is controlled to drive according to the first planned trajectory through ICC, it can recognize the driver's movement of the vehicle's turn signal lever (turn signal lever) to trigger the vehicle's autonomous lane changing action. It can analyze lane flow, vehicle speed distribution, and traffic flow characteristics to dynamically select the optimal lane. Through the coordination of longitudinal control (acceleration / deceleration) and lateral fine-tuning (small-amplitude steering, without crossing lane lines), it can avoid sudden obstacles in or near the lane lines (such as pedestrians, debris, and broken vehicle fragments). It can automatically adjust the vehicle speed and make dynamic decisions to stop when necessary. It can also make a series of dynamic decisions for longitudinal scenarios, from starting, accelerating, and cruising, to non-stop-and-go deceleration, hill control, adaptation to special road conditions, and stopping at intersections.

[0059] The driving mode switching method provided in this application provides a unified planning framework (planning algorithm) for vehicle driving mode switching. Specifically, based on the target driving mode to be switched to, the corresponding target function is activated. A first planned trajectory for the vehicle is planned based on the target function and first driving parameters. Then, driving control corresponding to the target driving mode is performed based on the target function and the first planned trajectory. This unified planning framework (planning algorithm) is used when switching between different driving modes, improving the flexibility of driving mode switching, ensuring consistent planning behavior across different driving modes, and achieving smooth and seamless switching between them. Furthermore, this application uses the same planning framework (planning algorithm) for switching different driving modes, improving the reusability of logic code, avoiding code redundancy, resource waste, and maintenance difficulties caused by using different planning algorithms for different driving modes, and reducing resource overhead.

[0060] In one embodiment, the first driving parameters include following distance and cruising speed. The step of planning the first planned trajectory of the vehicle based on the target function and the first driving parameters of the vehicle includes: planning the planned path of the vehicle based on the target function; planning the planned speed of the vehicle based on the following distance and the cruising speed; and planning the first planned trajectory based on the planned path and the planned speed.

[0061] In this embodiment, after determining the target driving mode for vehicle switching, a planned path for the vehicle can be planned based on the enabled target functions. The target function of the target driving mode represents the functional limitations, spatial form, and available functions of the planned path when planning the vehicle's path. The spatial form of the planned path reflects the spatial form of the first planned trajectory. For example, if the target function includes navigation lane changing, it means that the planned path can change lanes according to navigation, and the spatial form of the planned path can include lane changing. Another example is when the target function only includes stop-and-go scenario decision-making, which means that the planned path can only follow the lane centerline and cannot change lanes, and the spatial form of the planned path can include driving along the lane centerline. Yet another example is when the target function includes efficient lane changing, and the spatial form of the planned path can include lane avoidance, lane changing, etc. The vehicle can analyze lane flow, speed distribution, and traffic flow characteristics in real time to dynamically select the optimal path (reversible lane) and driving speed.

[0062] As an example, when the target driving mode is determined to be NOA, the target functions that can be enabled may include decision-making for stop-and-go scenarios, decision-making for longitudinal scenarios other than stop-and-go scenarios, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance. When planning the vehicle's planned path according to the target functions corresponding to NOA, the planned path can perform lane changing, lane avoidance, etc., and can also dynamically select the optimal planned path by analyzing lane flow, vehicle speed distribution, and traffic flow characteristics in real time.

[0063] As another example, when the target driving mode is determined to be ACC, since the target functions only include trajectory stitching and stop-and-go scenario decision-making, and do not include lane-changing related functions, it means that the vehicle can only drive along the center line of the lane in ACC driving mode and does not have the function of changing lanes. Therefore, when planning the vehicle's planned path, the planned path must restrict driving along the center line of the lane.

[0064] As another example, when the target driving mode is determined to be ICC, the target functions that are enabled include stop-and-go scenario decision-making, longitudinal scenario decision-making outside of stop-and-go scenarios, lane changing with lever, efficient lane changing, and lane avoidance. When planning the vehicle's planned path according to the target functions corresponding to ICC, the planned path can perform lane changing, lane avoidance, etc., and can also dynamically select the optimal planned path by analyzing lane flow, vehicle speed distribution, and traffic flow characteristics in real time.

[0065] In this embodiment, the first driving parameters from the vehicle system can be uniformly managed through the aforementioned parameter interface module. These first driving parameters may include following distance and cruising speed. Specifically, the parameter interface module can receive following distance (acc_timegap_set_value) and cruising speed (acc_speed_set_value) from the vehicle system and publish them to the planning framework module, storing them in a unified data structure. The following distance and cruising speed are defined as follows: acc_timegap_set_value: following distance (seconds); acc_speed_set_value: cruising speed (meters / second).

[0066] In this embodiment, if the following distance and cruise speed are not published to the planning framework module, the following distance can be set to 2.5 seconds by default, and the cruise speed can be set to 20 meters per second by default. Furthermore, both the following distance and cruise speed are global variables. If a new cruise speed of 25 meters per second was set in the previous frame (received from the vehicle system via the parameter interface module), and the planning framework module does not receive the cruise speed from the vehicle system via the parameter interface module in this frame, the cruise speed used in this frame will still be 25 meters per second. Similarly, if a new following distance of 2.5 seconds was set in the previous frame (received from the vehicle system via the parameter interface module), and the planning framework module does not receive the following distance from the vehicle system via the parameter interface module in this frame, the following distance used in this frame will still be 2.5 seconds. This way, even without receiving the following distance and cruise speed from the vehicle system via the parameter interface module, the following distance and cruise speed in this frame can still be determined based on the following distance and cruise speed of the previous frame, improving data robustness and avoiding data loss.

[0067] Traditional driving mode systems use independent parameter interfaces for each driving mode, lacking a unified parameter management mechanism. However, the embodiments of this application use a parameter interface module to uniformly manage the first driving parameters obtained from the vehicle system, avoiding the problem of inconsistent planning behavior caused by inconsistent parameter transmission mechanisms for different driving modes.

[0068] Specifically, after obtaining the following distance and cruising speed of the vehicle, the planned speed of the vehicle can be planned based on these parameters. After obtaining the planned path and speed of the vehicle, the initial planned trajectory of the vehicle can be planned based on the planned path and speed. After planning the initial planned trajectory of the vehicle, the target driving mode can be activated, and the vehicle can be controlled to drive according to the initial planned trajectory through the target driving mode.

[0069] The driving mode switching method provided in this application embodiment unifies the planning framework (planning algorithm). That is, for different driving modes, a planned path is planned based on the activated target function, and a planned speed is planned based on the following distance and cruising speed. Based on the planned path and planned speed, a first planned trajectory of the vehicle is synthesized. Then, the target driving mode can be activated, and the vehicle can be controlled to drive according to the first planned trajectory through the target driving mode. Using a unified planning framework (planning algorithm) improves the flexibility of driving mode switching, making the planning behavior consistent across different driving modes. Furthermore, this application embodiment uses the same planning framework (planning algorithm) to switch between different driving modes, improving the reusability of logic code and avoiding the code redundancy, resource waste, and maintenance difficulties caused by using different planning algorithms for different driving modes, thus reducing resource overhead.

[0070] In one implementation, activating the target function corresponding to the target driving mode includes: when the target driving mode is adaptive cruise control, activating the target function, wherein the target function includes stop-and-go scenario decision-making.

[0071] In this embodiment, a functional flag system and mapping rules between driving modes and functions are established. Specifically, when the target driving mode is determined to be Adaptive Cruise Control (ACC), according to the mapping rules between ACC and functions, the target functions corresponding to ACC include trajectory stitching and stop-and-go scenario decision-making. Therefore, when the target driving mode is ACC, the target functions (trajectory stitching and stop-and-go scenario decision-making) can be activated through the functional flags.

[0072] In this embodiment of the application, through the functional flag bit system and the mapping rules between driving modes and functions, the corresponding target functions can be flexibly combined and switched when facing different driving modes, and the functional requirements of different driving modes can be flexibly adapted.

[0073] In one embodiment, activating the target function corresponding to the target driving mode includes: when the target driving mode is intelligent cruise control, activating the target function, the target function including: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, lever lane change, efficiency lane change, and lane avoidance.

[0074] In this embodiment, a functional flag system and mapping rules between driving modes and functions are established. Specifically, when the target driving mode is determined to be Adaptive Cruise Control (ICC), according to the mapping rules between ICC and functions, the target functions corresponding to ICC include trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making other than stop-and-go scenario decision-making, lever lane changing, efficiency lane changing, and lane avoidance. Therefore, when the target driving mode is ACC, the target functions (trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making other than stop-and-go scenario decision-making, lever lane changing, efficiency lane changing, and lane avoidance) can be activated through the functional flags.

[0075] In this embodiment of the application, through the functional flag bit system and the mapping rules between driving modes and functions, the corresponding target functions can be flexibly combined and switched when facing different driving modes, and the functional requirements of different driving modes can be flexibly adapted.

[0076] In one embodiment, activating the target function corresponding to the target driving mode includes: when the target driving mode is pilot assist driving, activating the target function, the target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, navigation lane change, lever lane change, efficiency lane change, and lane avoidance.

[0077] In this embodiment, a functional flag system and mapping rules between driving modes and functions are established. Specifically, when the target driving mode is determined to be Adaptive Cruise Control (NOA), according to the mapping rules between NOA and functions, the target functions corresponding to NOA include trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making other than stop-and-go scenario decision-making, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance. Therefore, when the target driving mode is ACC, the target functions (trajectory stitching, stop-and-go scenario decision-making, longitudinal scenario decision-making other than stop-and-go scenario decision-making, navigation lane changing, lever lane changing, efficiency lane changing, and lane avoidance) can be activated through the functional flags.

[0078] In this embodiment of the application, through the functional flag bit system and the mapping rules between driving modes and functions, the corresponding target functions can be flexibly combined and switched when facing different driving modes, and the functional requirements of different driving modes can be flexibly adapted.

[0079] In one embodiment, after performing driving control on the vehicle corresponding to the target driving mode based on the target function and the first planned trajectory, the method further includes: performing trajectory splicing based on the target function and the second driving parameters of the vehicle to obtain a second planned trajectory; and performing driving control on the vehicle corresponding to the target driving mode based on the target function and the second planned trajectory.

[0080] All driving modes in this application embodiment include trajectory stitching functionality. This application embodiment provides trajectory filling rules for the trajectory stitching function, filling trajectory points only when the target driving mode is ACTIVE or STANDBY. Upon successful planning, the trajectory stitching type (trajectory_type) is set to 1 (indicating the first planned trajectory is normal; otherwise, it is 0). Trajectory stitching (stitcher): The trajectory point position in the previous frame's planned trajectory is taken as the expected position. If the expected position differs significantly from the vehicle's current position, trajectory planning starts from the current position; otherwise, trajectory planning starts from the expected position (i.e., the trajectory point in the previous frame's planned trajectory). The trajectory stitching function is only enabled when the target driving mode is ACTIVE, and is responsible for planning a smooth and continuous second trajectory. Through the trajectory stitching function, after obtaining the first planned trajectory, based on the enabled target function and the vehicle's second driving parameters, planning can begin from the trajectory points in the first planned trajectory or the current position to plan the second planned trajectory. Then, driving control corresponding to the target driving mode can be performed on the vehicle according to the second planned trajectory.

[0081] As an example, the target driving mode is NOA (No Assisted Autopilot). True autonomous vehicle control only occurs when NOA is in ACTIVE mode. The vehicle is controlled by NOA, not by a driver. Autonomous vehicle control requires trajectory stitching to ensure that the planned trajectories between frames are similar rather than abrupt. This avoids abrupt changes in the planned trajectory, preventing instability in vehicle control and improving the stability of vehicle control via the target driving mode.

[0082] In one embodiment, the target driving mode includes one of the following: adaptive cruise control, intelligent cruise control, and pilot assist, wherein the pilot assist has a higher priority than the adaptive cruise control and the intelligent cruise control, and the intelligent cruise control has a higher priority than the adaptive cruise control.

[0083] In this application embodiment, the target driving mode may include one of the following: Adaptive Cruise Control (ACC), Intelligent Cruise Control (ICC), and Navigation Assist (NOA). This application embodiment defines the priority of driving modes. Specifically, the priority of Navigation Assist (NOA) is higher than that of Adaptive Cruise Control (ACC) and Intelligent Cruise Control (ICC). Intelligent Cruise Control (ICC) has a higher priority than Adaptive Cruise Control (ACC). Navigation Assist (NOA) includes City Navigation Assist (CNOA) and Highway Navigation Assist (HNOA). CNOA has a higher priority than HNOA. This application embodiment clearly defines the priority of different driving modes in multiple driving modes, avoiding planning conflicts or unexpected behaviors caused by ambiguity and confusion in the priorities of different driving modes in multiple driving modes.

[0084] It should be noted that the driving mode planning method provided in this application embodiment can be executed by a driving mode planning device or a control module within that driving mode planning device for executing the driving mode planning method. This application embodiment uses the execution of the driving mode planning method by a driving mode planning device as an example to illustrate the driving mode planning device provided in this application embodiment.

[0085] Figure 4 This is a schematic diagram of the structure of a driving mode planning device according to an embodiment of this application. Figure 4 As shown, the driving mode planning device 400 includes: a configuration module 410, a planning module 420, and a control module 430.

[0086] The configuration module 410 is used to activate the target function corresponding to the target driving mode in response to an instruction to switch the vehicle's driving mode to the target driving mode; the planning module 420 is used to plan the first planned trajectory of the vehicle according to the target function and the vehicle's first driving parameters, wherein the target function is used to determine the spatial shape of the first planned trajectory; and the control module 430 is used to perform driving control on the vehicle corresponding to the target driving mode according to the target function and the first planned trajectory.

[0087] In one embodiment, the first driving parameters include following distance and cruising speed. The planning module 420 is used to plan the planned path of the vehicle according to the target function; plan the planned speed of the vehicle according to the following distance and the cruising speed; and plan the first planned trajectory according to the planned path and the planned speed.

[0088] In one embodiment, the configuration module 410 is configured to activate the target function when the target driving mode is adaptive cruise control, the target function including stop-and-go scenario decision.

[0089] In one embodiment, the configuration module 410 is used to activate the target function when the target driving mode is intelligent cruise control. The target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, lever lane change, efficiency lane change, and lane avoidance.

[0090] In one embodiment, the configuration module 410 is used to activate the target function when the target driving mode is pilot assist driving. The target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, navigation lane change, lever lane change, efficiency lane change, and lane avoidance.

[0091] In one embodiment, the planning module 420 is used to perform trajectory splicing based on the target function and the second driving parameters of the vehicle to obtain a second planned trajectory; and to perform driving control on the vehicle corresponding to the target driving mode based on the target function and the second planned trajectory.

[0092] In one embodiment, the target driving mode includes one of the following: adaptive cruise control, intelligent cruise control, and pilot assist, wherein the pilot assist has a higher priority than the adaptive cruise control and the intelligent cruise control, and the intelligent cruise control has a higher priority than the adaptive cruise control.

[0093] The driving mode switching device in this application embodiment can be a device, or a component, integrated circuit, or chip in a terminal. The device can be a mobile electronic device or a non-mobile electronic device. For example, mobile electronic devices can be mobile phones, tablets, laptops, PDAs, in-vehicle electronic devices, wearable devices, ultra-mobile personal computers (UMPCs), netbooks, or personal digital assistants (PDAs), etc., while non-mobile electronic devices can be servers, network-attached storage (NAS), personal computers (PCs), televisions (TVs), ATMs, or self-service machines, etc. This application embodiment does not impose specific limitations.

[0094] The driving mode switching device in this application embodiment can be a device with an operating system. This operating system can be Android, iOS, or other possible operating systems; this application embodiment does not specifically limit it.

[0095] The driving mode switching device provided in this application embodiment can achieve Figures 1 to 2 The various processes implemented in the method implementation examples will not be described again here to avoid repetition.

[0096] Optionally, such as Figure 5 As shown in the illustration, this application embodiment also provides an electronic device 500, including a processor 501 and a memory 502. The memory 502 stores a program or instructions that can run on the processor 501. When the program or instructions are executed by the processor 501, they perform the following: in response to an instruction to switch the driving mode of a vehicle to a target driving mode, activate a target function corresponding to the target driving mode; plan a first planned trajectory for the vehicle based on the target function and a first driving parameter of the vehicle, wherein the target function is used to determine the spatial shape of the first planned trajectory; and perform driving control on the vehicle corresponding to the target driving mode based on the target function and the first planned trajectory.

[0097] In one embodiment, the first driving parameters include following distance and cruising speed; a planned path for the vehicle is planned based on the target function; a planned speed for the vehicle is planned based on the following distance and the cruising speed; and a first planned trajectory is planned based on the planned path and the planned speed.

[0098] In one embodiment, when the target driving mode is adaptive cruise control, the target function is activated, and the target function includes stop-and-go scenario decision-making.

[0099] In one embodiment, when the target driving mode is intelligent cruise control, the target function is activated, and the target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, lever lane change, efficiency lane change, and lane avoidance.

[0100] In one embodiment, when the target driving mode is pilot assist driving, the target function is activated, and the target function includes: stop-and-go scenario decision, longitudinal scenario decision other than the stop-and-go scenario decision, navigation lane change, lever lane change, efficiency lane change, and lane avoidance.

[0101] In one embodiment, after performing driving control on the vehicle corresponding to the target driving mode according to the target function and the first planned trajectory, the trajectory is spliced ​​according to the target function and the second driving parameters of the vehicle to obtain a second planned trajectory; and the vehicle is then subjected to driving control corresponding to the target driving mode according to the target function and the second planned trajectory.

[0102] In one embodiment, the target driving mode includes one of the following: adaptive cruise control, intelligent cruise control, and pilot assist, wherein the pilot assist has a higher priority than the adaptive cruise control and the intelligent cruise control, and the intelligent cruise control has a higher priority than the adaptive cruise control.

[0103] The specific execution steps can be found in the various steps of the above-described driving mode switching method embodiment, and can achieve the same technical effect. To avoid repetition, they will not be described again here.

[0104] It should be noted that the electronic devices in the embodiments of this application include: servers, terminals, or other devices besides terminals.

[0105] The above electronic device structure does not constitute a limitation on the electronic device. An electronic device may include more or fewer components than illustrated, or combine certain components, or arrange them differently. For example, an input unit may include a Graphics Processing Unit (GPU) and a microphone, and a display unit may use a liquid crystal display (LCD), organic light-emitting diode (OLED), or other similar display panels. User input units include at least one of a touch panel and other input devices. A touch panel is also called a touchscreen. Other input devices may include, but are not limited to, physical keyboards, function keys (such as volume control buttons, power buttons, etc.), trackballs, mice, and joysticks, which will not be elaborated further here.

[0106] Memory can be used to store software programs and various data. Memory can primarily include a first storage area for storing programs or instructions and a second storage area for storing data. The first storage area can store the operating system, application programs or instructions required for at least one function (such as sound playback, image playback, etc.). Furthermore, memory can include volatile memory or non-volatile memory, or both. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (Synchlink DRAM, SLDRAM), and direct memory bus RAM (DRRAM).

[0107] The processor may include one or more processing units; optionally, the processor integrates an application processor and a modem processor, wherein the application processor mainly handles operations related to the operating system, user interface, and applications, while the modem processor mainly handles wireless communication signals, such as a baseband processor. It is understood that the aforementioned modem processor may also not be integrated into the processor.

[0108] This application also provides a readable storage medium storing a program or instructions. When the program or instructions are executed by a processor, they implement the various processes of the above-described driving mode switching method embodiments and achieve the same technical effect. To avoid repetition, they will not be described again here.

[0109] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as ROM, RAM, magnetic disk, or optical disk.

[0110] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0111] like Figure 6 As shown, the vehicle includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a driving mode switching method.

[0112] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0113] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module, an adjustment module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0114] The vehicle provided in this embodiment is used to execute the above-described driving mode switching method, and therefore can achieve the same effect as the above-described implementation method.

[0115] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0116] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0117] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0118] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a computer software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0119] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A method of planning a driving mode, characterized by, The method comprises: in response to an instruction of switching a driving mode of a vehicle to a target driving mode, starting a target function corresponding to the target driving mode; planning a first planning trajectory of the vehicle according to the target function and a first driving parameter of the vehicle, the target function being used to determine a spatial form of the first planning trajectory; performing driving control corresponding to the target driving mode on the vehicle according to the target function and the first planning trajectory.

2. The planning method of claim 1, wherein, The first driving parameter comprises a following time distance and a cruise speed, and the planning of the first planning trajectory of the vehicle according to the target function and the first driving parameter of the vehicle comprises: planning a planning path of the vehicle according to the target function; planning a planning speed of the vehicle according to the following time distance and the cruise speed; planning the first planning trajectory according to the planning path and the planning speed.

3. The planning method of claim 1, wherein, The starting of the target function corresponding to the target driving mode comprises: in a case where the target driving mode is adaptive cruise control, starting the target function, the target function comprising following stop scene decision.

4. The planning method of claim 1, wherein, The starting of the target function corresponding to the target driving mode comprises: in a case where the target driving mode is intelligent cruise control, starting the target function, the target function comprising following stop scene decision, longitudinal scene decision other than the following stop scene decision, lane change by lever, efficiency lane change and in-lane avoidance.

5. The planning method of claim 1, wherein, The starting of the target function corresponding to the target driving mode comprises: in a case where the target driving mode is pilot assisted driving, starting the target function, the target function comprising following stop scene decision, longitudinal scene decision other than the following stop scene decision, navigation lane change, lane change by lever, efficiency lane change and in-lane avoidance.

6. The planning method of claim 1, wherein, After the performing of the driving control corresponding to the target driving mode on the vehicle according to the target function and the first planning trajectory, the method further comprises: performing trajectory splicing according to the target function and a second driving parameter of the vehicle to obtain a second planning trajectory; performing driving control corresponding to the target driving mode on the vehicle according to the target function and the second planning trajectory.

7. The planning method of claim 1, wherein, The target driving mode comprises one of the following: adaptive cruise control, intelligent cruise control and pilot assisted driving, wherein the pilot assisted driving has a higher priority than the adaptive cruise control and the intelligent cruise control, and the intelligent cruise control has a higher priority than the adaptive cruise control.

8. An electronic device, comprising: The electronic device comprises a processor, a memory and a program or instruction stored on the memory and executable on the processor, and the program or instruction is executed by the processor to implement the steps of the driving mode planning method according to any one of claims 1-7.

9. A readable storage medium, characterized by, The readable storage medium stores a program or instruction, and the program or instruction is executed by the processor to implement the steps of the driving mode planning method according to any one of claims 1-7.

10. A vehicle characterized by comprising: The electronic device comprises the electronic device according to claim 8.

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