Vehicle control method and related product

Abstract

The invention provides a vehicle control method and related products, and relates to the technical field of intelligent vehicles, and the vehicle control method comprises the steps that a vehicle control device obtains state information of a first vehicle door of a vehicle, and the state information comprises motion state information or hovering state information; the vehicle control device differentially controls the steering angle of the first wheel in combination with the motion state information or the hovering state information. Wherein the movement range of the first vehicle door is at least partially overlapped with the rotation range of the first wheel. According to the method, the intelligence of the vehicle and the robustness of an application scene are improved through dynamic cooperative control of rear wheel steering and the vehicle door.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent vehicles, and in particular to a vehicle control method and related products. BACKGROUND

[0002] With the development of automobile industry technology, in order to improve the riding convenience and driving flexibility of vehicles, such as large-opening vehicle doors such as side sliding doors and rear wheel steering systems, and other technologies have been increasingly widely used on multi-functional passenger vehicles and large commercial vehicles. These technologies aim to optimize the passenger boarding and alighting experience and the maneuverability of the vehicle in narrow spaces.

[0003] Specifically, in order to avoid spatial motion interference between the side sliding door and the rear wheel that is performing a steering operation during the opening process, the existing technology usually adopts a state isolation strategy. For example, when the vehicle door is opened, the vehicle control system will prohibit the rear wheel steering function; and when the vehicle is driving or the rear wheel steering function is enabled, the opening operation of the vehicle door is completely prohibited. By separating the use scenarios of the vehicle door and the rear wheel steering in time or state, the potential mechanical collision risk is avoided.

[0004] However, this state isolation-based avoidance strategy, although it can ensure basic safety, inevitably sacrifices the functionality of the coordination. In actual use, there are many scenarios that require the vehicle to use rear wheel steering assistance for maneuvering (such as U-turning), while also requiring the opening of the side sliding door. At this time, the state isolation strategy cannot safely meet the user's demand to use these two functions simultaneously. SUMMARY

[0005] The embodiments of the present application provide a vehicle control method and related products, which improve the intelligence of the vehicle and the robustness of the application scenario through dynamic cooperative control of rear wheel steering and vehicle doors.

[0006] In a first aspect, embodiments of the present application provide a vehicle control method, applied to a vehicle. The method can be executed by a vehicle control device in the vehicle. The vehicle control device can be a controller, software and / or hardware module in the vehicle. For example, the controller can be an advanced driving assistant system (ADAS) and / or autonomous driving system (ADS), or a mobile data center (MDC) (or autonomous driving domain controller), domain controller (DC), electronic control unit (ECU), etc., wherein the DC is a motion domain controller (MDC), vehicle domain controller (VDC), etc., or a component in the controller, such as a chip. For another example, the vehicle control device can be a software and / or hardware module in the vehicle, such as a first control module for controlling the rear wheel steering function. The following will be described by taking the method executed by the vehicle control device as an example.

[0007] The vehicle control method includes but is not limited to the following operations: The vehicle control device obtains state information of a first door of the vehicle, the movement range of the first door at least partially overlaps the rotation range of a first wheel, and the state information includes movement state information or hovering state information. The vehicle control device controls the steering angle of the first wheel based on the state information of the first door.

[0008] In embodiments of the present application, a vehicle control method is provided, which can dynamically control the steering angle of the first wheel when it is detected that the first door is in an open or hovering state, and can actively intervene in the steering of the wheel when there is a risk of movement interference between the first door and the first wheel. Unlike the traditional scheme of avoiding risk restrictions through function exclusion, the method can ensure the safety of the mechanical structure and meet the user's demand for the coordination of vehicle convenience and flexibility in scenarios where rear wheel steering and door operation are required at the same time, thereby improving the intelligence, robustness and functional integration of the vehicle / vehicle control device.

[0009] The at least partial overlap between the movement range of the first door and the rotation range of the first wheel represents an overlap region of the activity ranges, which can be referred to as an activity range overlap region. The existence of the activity range overlap region represents a risk of collision between the first door and the first wheel, and therefore the steering angle of the wheel is controlled based on the state information to avoid the activity range overlap region, so as to ensure the safe use of the steering function of the first wheel while the door is opened.

[0010] In a possible implementation, the first door includes a sliding door, which can also be referred to as a side sliding door or a sliding door. In some embodiments, the first door also includes a door that can collide with a steerable wheel, such as a double-door, a rotary door, and the like. For ease of understanding, the first door is taken as a sliding door in the following description of the embodiments of the present application.

[0011] For the scenario in which the first door is a sliding door, in a possible implementation, the movement state information includes one or more of the following: a sliding direction of the first door, a sliding speed of the first door, and a maximum sliding amount of the first door.

[0012] In this embodiment, the movement state information such as the sliding direction, the sliding speed, and the maximum sliding amount of the first door can accurately describe the dynamic characteristics of the door during movement. These parameters provide a key data basis for subsequent judgment of the interference risk with the wheel and formulation of a precise steering control strategy.

[0013] The sliding speed is used to indicate the movement speed of the first door, and the unit can be meters per second. In a possible implementation, the sliding door is mostly two-stage movement, the first stage is to move a distance to the outside of the vehicle (for example, to the left side / right side of the vehicle) to avoid friction with the outside wall during movement, and the second stage is translational movement to enable the vehicle occupant to pass through the passage space formed by the translational movement of the first door. Since the opening degree of the first door is determined by the translational movement of the second stage, in some embodiments, the sliding speed can be used to indicate the speed of the second-stage translational movement of the first door.

[0014] The sliding direction can refer to the opening direction of the first door, which determines the moving trajectory of the first door. This information can be used to determine whether the first door will move towards the activity range overlap region. In a scenario, the first door is hovering at a middle position of the maximum stroke, and a user controls the first door to close. In this scenario, the first door has a corresponding sliding speed, but since the first door is moving away from the first wheel, there is basically no risk of collision between the wheel and the door. In this scenario, the vehicle control device can reduce the limitation on the steering angle of the first wheel or need not control the steering angle of the first wheel, thereby reducing the wheel control operation in the case where there is no risk of collision.

[0015] The maximum sliding amount, also referred to as maximum stroke or maximum opening, is used to indicate the maximum opening extent of the first door in the current opening process. In some embodiments, the maximum sliding amount is determined by the user, for example, the force with which the user pulls the first door handle can determine the maximum sliding amount of the first door. In some other embodiments, the maximum sliding amount is determined by the second control device for controlling the first door. In some other embodiments, the maximum sliding amount is a preset value. This information can be used to determine whether there is a risk of collision between the wheel and the door.

[0016] In a possible implementation, the hovering state information includes one or more of the following information: opening information, hovering position, position of the first door edge.

[0017] The opening information is used to quantify the opening extent of the first door. It can be represented by the percentage of the current translation amount of the first door relative to the maximum allowed translation amount, or by the actual displacement distance of the first door relative to the fully closed position, or by one of the preset opening levels. This information can be used to determine whether there is an overlap risk between the first door and the first wheel rotation range. Generally, the greater the opening, the larger the potential risk area, and the more stringent the required limitation on the steering angle of the first wheel.

[0018] The hovering position is used to describe the specific coordinates of the first door in the actual space. This hovering position can be obtained by a position sensor installed on the door, or calculated by the motion trajectory model combined with the initial position and the motion stroke. The vehicle control device can calculate the safe motion boundary of the first wheel when steering without contacting the door structure based on this position information.

[0019] The position of the first door edge can be used to indicate the spatial coordinates of the specific edge part of the first door that is most likely to interfere with the first wheel on the same side. For a sliding door, this usually refers to the rear edge. The vehicle control can dynamically and finely control the steering angle of the first wheel under the current door state by obtaining or calculating the precise position of the edge in real time.

[0020] In a possible implementation, the state information includes motion state information. Based on the state information of the first door, the steering angle of the first wheel of the vehicle is controlled, including but not limited to the following operations: the vehicle control device controls the first wheel to adjust to a first angle based on the motion state information to avoid the motion range of the first door, and the first angle is less than or equal to a first angle threshold.

[0021] In the embodiment, when the first door is detected to be opening or closing, the first wheel is actively controlled to return or steer to a safe avoidance angle, so that the movement track of the wheel does not interfere with the movement track of the door in space during the whole movement of the door, and a collision accident is avoided.

[0022] In some embodiments, when the first door is detected to be in a movement state, the vehicle control device actively intervenes to control the first wheel to steer to a safe avoidance angle (i.e., a first angle). The first angle threshold is used to ensure that the movement track of the first wheel after adjustment is completely in a safe region that does not overlap with the movement range of the first door.

[0023] Optionally, the first angle threshold is determined in real time. For example, the vehicle control device can determine the first angle threshold based on the movement state information, and then determine the first angle, so as to control the first wheel to adjust to the first angle to avoid the movement range of the first door. Alternatively, the first angle threshold is obtained by pre-calibration based on movement simulation analysis of a three-dimensional digital model of the vehicle.

[0024] Optionally, the first angle threshold is any one of the steering angle values in the steering angle range in which the first wheel does not touch the movement range overlap region.

[0025] In a possible embodiment, the first angle is 0 degree, i.e., the vehicle control device can control the first wheel to return to the original position. In this embodiment, the first angle is specifically limited to 0 degree, i.e., the first wheel is controlled to return to the original position.

[0026] In order to avoid unnecessary wheel control operation in a risk-free scenario, in a possible embodiment, the operation of controlling the first wheel to adjust to the first angle includes but is not limited to the following operation: the vehicle control device controls the first wheel to adjust to the first angle when at least part of the first wheel is in the movement range overlap region.

[0027] Optionally, the control intervention is started when the vehicle control device determines that the current or predicted position of the first wheel has at least partially invaded the movement range overlap region.

[0028] In a possible embodiment, the method further includes the following operation: the vehicle control device determines a first steering speed of the first wheel based on the movement state information, and the movement track of the first wheel does not overlap with the movement track of the first door at the same time when the first wheel steers at the first steering speed. The operation of controlling the first wheel to adjust to the first angle includes but is not limited to the following operation: the vehicle control device controls the first wheel to adjust to the first angle based on the first steering speed.

[0029] In the embodiment, by dynamically setting the steering return speed of the wheel according to the movement speed (such as the sliding speed) of the door, it can be ensured that the avoidance action of the wheel always leads the movement of the door, further ensuring the safety of the cooperative movement process.

[0030] In some embodiments, when the vehicle control device detects that the first door is being opened at a high speed, a higher first steering speed is calculated accordingly, so as to instruct the first wheel to return at a faster speed. Conversely, when the door opening speed is slow, the first steering speed can also be reduced accordingly. This dynamic speed matching not only ensures safety, but also avoids unnecessary aggressive control in low-risk scenarios, which helps to improve the control smoothness and energy efficiency of the vehicle control device.

[0031] The control operation (such as controlling the first wheel to adjust to the first angle) of the vehicle control device on the first wheel described above can be performed synchronously with the movement of the first door. However, considering that in some scenarios, the first wheel return operation may be difficult to lead the movement of the first door due to the fast movement speed of the first door or the large current steering angle of the first wheel. In one possible embodiment, controlling the first wheel to adjust to the first angle includes but is not limited to the following operation: the vehicle control device controls the first wheel to adjust to the first angle in a first time period, and the starting time point in the first time period is earlier than the starting time point of the movement of the first door. This embodiment provides a solution different from the synchronous avoidance strategy in the foregoing embodiments. The vehicle control device can adjust the steering angle of the first wheel in the first time period before the first door officially starts to move. This time sequence control of the wheel moving first and the door moving later fundamentally eliminates the possibility of interference.

[0032] In one possible embodiment, the above method further includes the following operation: the vehicle control device obtains closure information of the first door, and the closure information is used to indicate that the first door has been closed. Based on the closure information, the vehicle control device controls the first wheel of the vehicle to adjust to a second angle, and the second angle is the angle of the first wheel before the adjustment based on the state information of the first door. In this embodiment, when it is confirmed that the first door is completely closed, the vehicle control device can release the steering restriction of the first wheel, so that it returns to the angle expected by the driver or originally required by the vehicle control system, realizing the seamless switching of the control strategy and improving the user experience.

[0033] In one possible implementation, the state information includes hovering state information. Based on the state information of the first door, the steering angle of the first wheel of the vehicle is controlled, including but not limited to the following operations: the vehicle control device controls the steering angle of the first wheel of the vehicle to be less than or equal to a second angle threshold based on the hovering state information, the second angle threshold being the maximum steering angle of the first wheel obtained based on the hovering state information, and the trajectory of the first wheel when steering to the second angle threshold does not coincide with the hovering position of the first door.

[0034] In this embodiment, when the first door is opened to a certain degree and remains suspended, the vehicle control device does not completely prohibit wheel steering. Instead, it dynamically limits the maximum steering angle of the wheels based on the current opening degree of the door. This allows the vehicle to retain limited steering flexibility even when the door is not fully closed, improving ease of use.

[0035] For example, the second angle threshold is negatively correlated with the opening degree of the first door. For instance, when the first door is only opened to a small degree, the second angle threshold may be relatively large, and the first wheel still retains a lot of steering flexibility. However, when the first door is opened to a larger degree, the second angle threshold will decrease accordingly, imposing stricter restrictions on the steering range of the first wheel.

[0036] In some embodiments, the second angle threshold is obtained by the vehicle control unit by querying a pre-stored mapping relationship between door opening and steering angle. This mapping relationship is pre-calibrated based on motion simulation analysis of a three-dimensional digital model of the vehicle, and its constraints may include ensuring that the trajectory of the first wheel does not spatially interfere with the first door in the hovering position throughout the entire process of steering to the second angle threshold.

[0037] In one possible implementation, the method further includes the following operation: the vehicle control device outputs a first prompt message, which is used to indicate the risk of interference between the first door and the first wheel.

[0038] For example, the presentation of the first warning message is associated with the characteristics of the interference risk. These characteristics include, but are not limited to, the subject of the interference, the possible location / area of ​​the interference, etc. For instance, the vehicle control device can use the first warning message to identify the first wheel at risk, or highlight the overlapping area of ​​activity where interference may occur.

[0039] In some embodiments, the initial warning information may be output in various forms, including but not limited to: highlighting areas of potential interference risk on the vehicle's display screen by highlighting or flashing icons; projecting warning icons in front of the user's field of vision via a head-up display system; issuing a risk warning voice message via a voice broadcast system; and causing vibrations in the steering wheel or driver's seat via a haptic feedback system.

[0040] In yet some embodiments, the output of the first prompt information can be combined with the existing functions of the vehicle. For example, when the vehicle control device detects that the first door is being opened and the steering angle of the first wheel is in a range that can cause interference, the first prompt information is triggered immediately.

[0041] In a possible implementation, the above method further includes the following operation: the vehicle control device outputs second prompt information, the second prompt information being used to prompt that the risk of interference has been resolved, or being used to prompt that the rotation parameter of the first wheel of the vehicle has been controlled, the rotation parameter including the rotation angle, the rotation direction, and the rotation angle limit. In this implementation, the information prompt mechanism is provided before and after the control of the wheel. The second prompt information can be used as the supplement and coordination of the first prompt information, and is mainly used to inform the user of the subsequent state change of the system or the control action that has been performed.

[0042] In some embodiments, the second prompt information can be output through visual, auditory, and tactile means. For example, on the display interface of the vehicle, the original high-lighted risk area identifier can be changed to green or automatically disappear.

[0043] In some other embodiments, the rotation parameter is displayed intuitively on the display interface of the vehicle. When the vehicle control device limits the steering angle of the first wheel to a safe value (i.e., the rotation angle limit) based on the state information, the user is informed of the limit value through the second prompt information at the same time.

[0044] In order to improve the safety of vehicle control and prevent the collision between the wheel and the door, in a possible implementation, the above method further includes the following operation: the vehicle control device acquires a first request message, the first request message being used to request to open the first door. After the steering angle of the first wheel is controlled, the vehicle control device feeds back a confirmation message, the confirmation message being used to determine to open the first door.

[0045] In some embodiments, when the driver sends an opening request (i.e., the first request message) through the door handle switch, the vehicle control device first determines whether the interference risk exists in the current steering angle of the rear wheel. If the risk exists, the vehicle control device suspends the execution of the door opening instruction, and first controls the rear wheel steering system to complete the adjustment of the safe angle (e.g., performs the return operation). After the rear wheel confirms that it has reached the safe position and the risk of interference is eliminated, the vehicle control device sends the confirmation message to the second control device, and the first door is authorized to be opened at this time.

[0046] In a second aspect, the embodiments of the present application provide a vehicle control method applied to a vehicle. The method can be executed by a vehicle control device in the vehicle. The vehicle control device can be a controller, software and / or hardware module in the vehicle. For example, the controller can be an ADAS and / or an ADS, or an MDC, a DC, an ECU, etc., or a component included in the controller, such as a chip. For another example, the vehicle control device can be a software and / or hardware module in the vehicle, such as a second control module for controlling a first door. The method is described below by taking the execution of the method by the vehicle control device as an example. The method comprises the following operations. The vehicle control device obtains steering angle information of a first wheel of the vehicle. The vehicle control device controls a first sliding amount of a first door of the vehicle to be less than or equal to a maximum sliding amount threshold based on the steering angle information of the first wheel, the maximum sliding amount threshold being related to the steering angle information of the first wheel, and a movement range of the first door at least partially overlapping a rotation range of the first wheel.

[0047] In the embodiments of the present application, a vehicle control method is provided from the perspective of door control. The steering state of the wheel is sensed in real time, and the maximum opening degree of the door is dynamically constrained. This method forms a two-way and cooperative interference avoidance mechanism with the wheel control strategy of the first aspect. When the rear wheel steering system is in a working state, the movement boundary of the door is pre-limited, which fundamentally prevents the door from invading the rotation safety zone of the wheel during opening, ensures the integrity of the mechanical structure, and at the same time allows the opening door demand of the user to be met to the maximum extent within the safety range.

[0048] In a possible implementation, the maximum sliding amount threshold refers to the maximum opening degree allowed for the first door at a current position based on a current first wheel steering angle, which can be expressed as an absolute displacement distance or a percentage relative to a fully open position. The threshold is usually pre-calibrated based on a three-dimensional digital model (DMU) of the vehicle through motion simulation analysis and stored in a database of the vehicle control device, forming a mapping relationship between the steering angle and the maximum sliding amount threshold (or maximum safe opening degree).

[0049] In a possible implementation, when the steering angle is greater than or equal to a third angle threshold, the first sliding amount is 50% of the maximum sliding amount threshold. Alternatively, the first sliding amount is 50% of the maximum mechanical sliding amount, which is used to indicate the maximum sliding amount allowed by the mechanical structure of the first door.

[0050] In a possible implementation, the first wheel is a rear wheel performing a rear wheel steering function in the vehicle. The first wheel is a left wheel (e.g., a left rear wheel), the first door is a left door, and the maximum slip threshold is a first value when the first wheel is deflected to the left. The maximum slip threshold is a second value when the first wheel is deflected to the right, and the first value is less than the second value.

[0051] In a possible implementation, the first wheel is a right wheel (e.g., a right rear wheel), the first door is a right door, and the maximum slip threshold is a third value when the first wheel is deflected to the left. The maximum slip threshold is a fourth value when the first wheel is deflected to the right. The third value is greater than the fourth value.

[0052] In the above implementation, by distinguishing the steering directions of the wheels on the same side to differentially limit the door opening, more refined risk control is achieved. When the wheel is deflected to the side of the door (i.e., the left wheel is deflected to the left), its motion trajectory is more likely to coincide with the door trajectory, so a stricter limit (first value / fourth value) is applied. When the wheel is deflected away from the side of the door, the risk of interference is reduced, so the limit can be appropriately relaxed (second value / third value), thereby optimizing the available opening of the first door under the premise of ensuring safety.

[0053] In some embodiments, the first value, the second value, the third value, and the fourth value are not fixed values, but dynamically change based on the absolute value of the steering angle. Optionally, for the left wheel, the greater the left deflection angle, the smaller the first value. The greater the right deflection angle, the second value can remain unchanged or slowly decrease.

[0054] In a possible implementation, the above method further includes the following operation: the vehicle control device receives a forced opening instruction. The vehicle control device controls the first door to open to the maximum mechanical opening in response to the forced opening instruction. In the above implementation, a safety redundancy mechanism is introduced. When the vehicle control device is in an emergency, it ensures that the user can unconditionally operate the door, giving priority to the safe evacuation or external rescue of personnel, overcoming the limitations of automated systems in extreme scenarios.

[0055] In a possible implementation, the forced opening instruction is triggered in any of the following ways: a trigger signal of the first door handle is detected multiple times within a preset time window. An operation of a first button for the first door by the user is detected. It is determined that the vehicle is in a risk scenario, and the risk scenario includes a collision of the vehicle.

[0056] In some embodiments, the first door handle is a general term that can cover multiple triggering mechanisms on the inside and outside of the vehicle (or the first door). Optionally, the first door handle includes an outer handle arranged on the outside of the vehicle and an inner handle arranged on the inside of the vehicle. The outer handle is usually electronically triggered, and the trigger signal serves as a conventional door opening request. The inner handle can be a purely mechanical structure or a combination of electronic triggering and mechanical linkage, where the mechanical linkage part serves as a backup door opening measure when the vehicle is powered off or the electronic control system fails. Optionally, multiple trigger signals are detected within a preset time window, specifically referring to continuous and rapid operation of the outside handle or the inside electronic handle. This operation mode is different from the conventional single operation, and can express the intention of emergency or forced opening.

[0057] Optionally, the risk scenarios include vehicle collision (collision signal from the airbag controller), vehicle fire (signal from the battery management system BMS or smoke sensor), or being trapped in water, etc.

[0058] In one possible implementation, based on the steering angle information of the first wheel, the first door of the vehicle is controlled to open to a first sliding amount that is less than or equal to a maximum sliding amount, including but not limited to the following operations: the vehicle control device determines a motion interference risk level of the first door based on the steering angle information of the first wheel. The vehicle control device controls the first door to open to the first sliding amount at a first speed when the motion interference risk level is at a first level. The vehicle control device controls the first door to open to the first sliding amount at a second speed when the motion interference risk level is at a second level, the second speed being less than the first speed. Wherein the interference risk corresponding to the first level is lower than the second level.

[0059] In the above implementation, by introducing risk classification and speed control, the user experience is further optimized. In a low-risk scenario, the door can be opened at a normal speed to ensure operation efficiency. In a high-risk scenario, the vehicle control device reduces the door opening speed, which gives the wheel control system more response and adjustment time, and also provides the user with more risk perception and reaction time, improving the safety of the vehicle.

[0060] In some embodiments, the determination of the motion interference risk level is based on the absolute value of the steering angle of the first wheel. For example, a steering angle less than A° is at a first level (representing low risk), and between A° and B° is at a second level (representing high risk). Optionally, the determination of the motion interference risk level can also be combined with the motion direction / sliding direction of the first door (such as whether it is towards the wheel) and the real-time attitude of the vehicle (such as the inclination angle) for comprehensive evaluation.

[0061] In a possible implementation, the method further includes the following operation: the vehicle control device outputs third prompt information, the third prompt information is used to indicate that the first slip amount is limited due to the steering angle of the first wheel, and / or is used to prompt the manner of triggering the forced opening instruction.

[0062] In the above implementation, the transparency of vehicle control and the trust of the user are enhanced through active human-computer interaction. When the door opening degree is limited, the user is timely informed of the reason, which can avoid the user from mistakenly thinking that it is a vehicle failure. Meanwhile, the forced opening manner is prompted, which ensures that the user can quickly and accurately take measures in an emergency, and improves the safety of the user.

[0063] In some embodiments, the third prompt information is output in at least one of the following manners: displaying a text prompt such as "rear wheel steering, door opening degree limited" and "long press the emergency switch to force full opening" on a combination instrument or a central control screen of the vehicle; playing a prompt content through a voice system; and providing a visual warning through a specific indicator light (such as an orange flashing LED) arranged on the inner wall of the door or the B pillar.

[0064] In a third aspect, the embodiments of the present application provide a vehicle control method applied to a vehicle. The method can be executed by a vehicle control device in the vehicle. The vehicle control device can be a controller in the vehicle, for example, a VDC, a MDC or a central computing unit, etc. The vehicle control device can be configured to be in communication connection with a first control module for controlling the steering of a first wheel and a second control module for controlling the opening and closing of a first door. The following takes the method executed by the vehicle control device as an example for description.

[0065] The vehicle control method includes but is not limited to the following operations: the vehicle control device acquires state information of a first door of the vehicle and steering angle information of a first wheel of the vehicle, the movement range of the first door at least partially overlaps with the rotation range of the first wheel, and the state information includes movement state information or hovering state information. The vehicle control device outputs a first control instruction based on the state information and the steering angle information.

[0066] The first control instruction is used to control the steering angle of the first wheel to avoid the movement range of the first door, and / or is used to control the first slip amount of the first door to be less than or equal to a maximum slip amount threshold, the maximum slip amount threshold being related to the steering angle information of the first wheel.

[0067] In the above implementation, by uniformly acquiring and fusing the state information of the door and the wheel, and then outputting a comprehensive control instruction, the centralized coordination of the steering of the wheel and the control of the door is realized. The vehicle control device can make an optimal decision based on the global state, so as to more efficiently and reliably avoid the risk of movement interference between the door and the wheel.

[0068] In some embodiments, the vehicle control device obtains the steering angle information from the first control module and the state information of the first door from the second control module through an in-vehicle network, such as an in-vehicle Ethernet.

[0069] Optionally, the vehicle control device is associated with a safety strategy database. The safety strategy database is a database pre-generated based on 3D digital model (DMU) motion simulation data, which defines safety operation boundaries under different combinations of door state and wheel steering angle. The vehicle control device generates the first control instruction by querying the database and combining real-time information, such as the steering angle of the first wheel.

[0070] In a possible implementation, based on the state information and the steering angle information, the first control instruction includes but is not limited to the following operations: the vehicle control device determines a first priority of the first door and a second priority of the first wheel based on the state information and the steering angle information. In the case where the first priority is higher than the second priority, the first control instruction is used to control the steering angle of the first wheel. In the case where the second priority is higher than the first priority, the first control instruction is used to control the first slip amount of the first door to be less than or equal to a maximum slip amount threshold.

[0071] In the above implementation, according to the specific working condition of the vehicle (such as whether the door is in motion or the steering demand is more urgent), it is intelligently determined which side should be controlled at present, so as to balance the resources and safety in complex application scenarios.

[0072] In some embodiments, the determination of the priority is based on at least one of the following factors: whether the first door is in a motion state, the current opening degree of the first door, the steering angle of the first wheel, the current driving state of the vehicle (stationary or driving), and whether a forced operation instruction is received from the user.

[0073] For example, when it is detected that the first door is in the process of opening or closing (or the state information of the first door includes motion state information), the first door is given a higher first priority, and the first wheel is preferentially controlled to avoid, so as to ensure absolute safety during the motion process. When the first door is in a stationary hovering state (or the state information of the first door includes hovering state information) and the driver has a clear steering intention (such as a large steering wheel angle input), the first wheel can be given a relatively high (or higher than the priority of the first door) second priority, and the opening degree or the first slip amount of the first door is preferentially limited to ensure the steering controllability.

[0074] In a possible implementation, the method further includes the following operation: the vehicle control device predicts a risk level of the first door interfering with the first wheel based on the state information and the steering angle information. The first control instruction includes a control parameter corresponding to the risk level. The control parameter includes at least one of a target rotation speed of the first wheel and a target opening speed of the first door. In the implementation, the risk prediction is added, and the prediction result is converted into a refined control parameter, so that the rotation of the wheel or the opening of the door can be matched with the real-time risk level, and the safety of the vehicle is ensured.

[0075] In some embodiments, the risk level is predicted based on the proximity of the movement trajectory of the first door and the rotation trajectory of the first wheel in time and space. For example, when the minimum distance between the predicted trajectories is less than a safety threshold, it is determined that the risk is high.

[0076] Optionally, when the risk level is high, the target rotation speed of the first wheel carried in the first control instruction is set to a higher value to ensure that it can quickly move away from the dangerous area. Meanwhile, the target opening speed of the first door can be limited to a lower value. When the risk level is low, the control parameter can be a conventional or preset parameter to reduce the interference with the current operation.

[0077] In a possible implementation, the method further includes the following operation: the vehicle control device obtains scene information of the vehicle, and the scene information is used to indicate that the vehicle is in at least one of the following scenes: a normal operation scene, a narrow space turning scene, a charging operation scene, or a risk emergency scene. The vehicle control device adjusts a control strategy for determining the first control instruction based on the scene information. Optionally, the control strategy includes a first priority of the first door and / or a second priority of the first wheel.

[0078] In the implementation, the scene awareness capability is introduced, so that the control strategy is scene adaptive. This enables the vehicle to adopt a suitable interference avoidance strategy in different scenes, so that the functionality and convenience of the vehicle in different scenes are ensured on the basis of safety.

[0079] In some embodiments, the vehicle control device determines the current scene based on global positioning system (GPS) information, navigation map data, perception data of a vehicle surrounding environment perception sensor (such as an ultrasonic radar or a camera), or a mode manually selected by a user.

[0080] Optionally, in the scenario of turning around in a narrow space, the control strategy tends to prioritize the rear wheel steering function, i.e. temporarily limiting the opening degree of the door. In the scenario of charging operation (especially when the charging port is located at the rear side of the vehicle), the control strategy tends to prioritize the opening of the door (or the charging port cover) to the required opening degree, limiting the rear wheel steering angle. In the scenario of risk emergency, the control strategy should guarantee the forced opening function of the door.

[0081] In a possible implementation, the first control instruction includes a first sub-instruction for controlling the steering angle of the first wheel and a second sub-instruction for controlling the first sliding amount of the first door. The vehicle control device sends the first sub-instruction to the first control module and sends the second sub-instruction to the second control module.

[0082] In some embodiments, the first sub-instruction is specifically used to instruct the first control module to adjust the steering angle of the first wheel to a first angle and / or limit it to not exceed a second angle threshold. The second sub-instruction is specifically used to instruct the second control module to limit the opening degree of the first door to not exceed a maximum sliding amount threshold.

[0083] Optionally, the vehicle control device further receives feedback information from the first control module and the second control module, such as the actual steering angle of the first wheel, the actual opening degree of the first door, etc., for closed-loop control to ensure that the first control instruction is accurately executed.

[0084] In a fourth aspect, the embodiments of the present application provide a vehicle control device, which includes units for executing the method of any one of the first aspect. In a possible design, the device includes a first communication unit and a first control unit, the first communication unit is used to obtain or send information (such as the state information of the first door), and the first control unit can be used to control the corresponding actuator (such as the first wheel).

[0085] The first communication unit and the first control unit described in the fourth aspect and any one of the possible implementation manners perform the steps as described in the corresponding first aspect and the corresponding implementation manners.

[0086] The technical effects brought by the fourth aspect and any one of the possible implementation manners can be referred to the introduction of the technical effects of the corresponding first aspect and the corresponding implementation manners.

[0087] Optionally, in the vehicle control device described in the second aspect and any one of the possible implementation manners, the vehicle control device is a vehicle control device. In an implementation manner, the vehicle control device is a vehicle control device. When the vehicle control device is a vehicle control device, the first communication unit can be a transceiver, or the input / output interface. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0088] In another implementation form, the vehicle control apparatus is a chip (system) or circuit for a vehicle control device. When the vehicle control apparatus is a chip (system) or circuit for a vehicle control device, the first communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin or related circuitry, etc. on the chip (system) or circuit, and optionally further comprises a processing unit which can be at least one processor, processing circuit or logic circuit, etc.

[0089] In a fifth aspect, a vehicle control apparatus is provided, which comprises units for performing the method according to any one of the second aspect. In a possible design, the apparatus comprises a second communication unit and a second control unit, the second communication unit is configured to acquire or send information (e.g. the steering angle information of the first wheel), and the second control unit is configured to control a corresponding actuator (e.g. the first door).

[0090] The second communication unit and the second control unit according to the fifth aspect and any one of the possible implementation forms perform the steps as described with reference to the second aspect and the corresponding implementation forms.

[0091] The technical effects brought by the fifth aspect and any one of the possible implementation forms can be referred to the introduction of the technical effects of the second aspect and the corresponding implementation forms.

[0092] Optionally, in the vehicle control apparatus according to the fifth aspect and any one of the possible implementation forms, the apparatus comprises: In an implementation form, the vehicle control apparatus is a vehicle control device. When the vehicle control apparatus is a vehicle control device, the second communication unit can be a transceiver, or an input / output interface. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0093] In another implementation form, the vehicle control apparatus is a chip (system) or circuit for a vehicle control device. When the vehicle control apparatus is a chip (system) or circuit for a vehicle control device, the second communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin or related circuitry, etc. on the chip (system) or circuit, and optionally further comprises a processing unit which can be at least one processor, processing circuit or logic circuit, etc.

[0094] In a sixth aspect, an embodiment of the present application provides a vehicle control apparatus, which comprises units for performing the method according to any one of the third aspect. In a possible design, the apparatus comprises a third communication unit and a third control unit, the third communication unit is configured to acquire or send information (such as the state information of the first door and the steering angle information of the first wheel), and the third control unit is configured to control the corresponding actuators (such as the first wheel and / or the first door).

[0095] The third communication unit and the third control unit according to the sixth aspect and any one of the possible implementation manners perform the steps as described with reference to the third aspect and the corresponding implementation manners.

[0096] The technical effects brought by the sixth aspect and any one of the possible implementation manners are described with reference to the technical effects of the third aspect and the corresponding implementation manners.

[0097] Optionally, in the vehicle control apparatus according to the sixth aspect and any one of the possible implementation manners, the vehicle control apparatus comprises: In one implementation manner, the vehicle control apparatus is a vehicle control device. When the vehicle control apparatus is a vehicle control device, the third communication unit can be a transceiver, or the input / output interface. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0098] In another implementation manner, the vehicle control apparatus is a chip (system) or a circuit used in a vehicle control device. When the vehicle control apparatus is a chip (system) or a circuit used in a vehicle control device, the third communication unit can be a communication interface (input / output interface), an interface circuit, an output circuit, an input circuit, a pin or related circuit on the chip (system) or the circuit, and optionally further comprises a processing unit, which can be at least one processor, a processing circuit or a logic circuit.

[0099] In a seventh aspect, an embodiment of the present application provides a vehicle control apparatus, which comprises a processor. The processor is coupled with a memory and is configured to execute instructions in the memory to implement the method according to the first aspect and any one of the possible implementation manners, or to implement the method according to the second aspect and any one of the possible implementation manners, or to implement the method according to the third aspect and any one of the possible implementation manners. Optionally, the vehicle control apparatus further comprises the memory. Optionally, the vehicle control apparatus further comprises a communication interface, and the processor is coupled with the communication interface.

[0100] In an eighth aspect, an embodiment of the present application provides a chip, comprising: a logic circuit and a communication interface. The communication interface is configured to receive information or send information. The logic circuit is configured to receive information or send information through the communication interface, so that the chip executes the method of the first aspect and any possible implementation, or executes the method of the second aspect and any possible implementation, or executes the method of the third aspect and any possible implementation.

[0101] In a ninth aspect, an embodiment of the present application provides a computer readable storage medium, configured to store a computer program (which can also be referred to as code or instructions); when the computer program is run on a computer, the method of the first aspect and any possible implementation, or the method of the second aspect and any possible implementation, or the method of the third aspect and any possible implementation is implemented.

[0102] In a tenth aspect, an embodiment of the present application provides a computer program product, comprising: a computer program (which can also be referred to as code or instructions); when the computer program is run, the computer executes the method of the first aspect and any possible implementation, or the method of the second aspect and any possible implementation, or the method of the third aspect and any possible implementation.

[0103] In an eleventh aspect, an embodiment of the present application provides a terminal, which comprises the vehicle control device of the fourth aspect, or the vehicle control device of the fifth aspect, or the vehicle control device of the sixth aspect, or the vehicle control device of the seventh aspect, or the chip of the fourth aspect.

[0104] Optionally, the terminal can be a vehicle, for example, a car, a truck, an aircraft, a drone, a slow transport vehicle, a space vehicle, or a ship, etc. The vehicle comprises a door and a wheel, and the present application does not limit this.

[0105] Optionally, the terminal is configured to implement the method described in the first aspect and any possible implementation, or implement the method described in the second aspect and any possible implementation, or implement the method described in the third aspect and any possible implementation.

[0106] Further, in the process of executing the method of the first aspect and any possible implementation thereof, the method of the second aspect and any possible implementation thereof, the method of the third aspect and any possible implementation thereof, the process of sending information and / or receiving information and the like in the above method can be understood as the process of outputting information by the processor, and / or the process of receiving input information by the processor. When outputting information, the processor can output the information to the transceiver (or the communication interface, or the sending module) so as to be transmitted by the transceiver. After being output by the processor, the information can also need to be processed further before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or the communication interface, or the sending module) receives the information and inputs the processor. Furthermore, after the transceiver receives the information, the information can need to be processed further before being input to the processor.

[0107] Based on the above principle, for example, the sending information mentioned in the foregoing method can be understood as the processor outputting information. For another example, the receiving information can be understood as the processor receiving input information.

[0108] Optionally, for the transmission, sending and receiving operations and the like involved by the processor, if no special description is made, or if it is not contrary to the actual role or inherent logic in the related description, it can be more generally understood as the processor outputting and receiving, inputting and the like.

[0109] Optionally, in the process of executing the method of the first aspect and any possible implementation thereof, the method of the second aspect and any possible implementation thereof, the method of the third aspect and any possible implementation thereof, the processor can be a processor specially used for executing these methods, or a processor executing these methods by executing computer instructions in a memory, such as a general-purpose processor. The memory can be a non-transitory memory, such as a Read Only Memory (ROM), which can be integrated on the same chip as the processor, or respectively arranged on different chips. The embodiments of the present application do not limit the type of the memory and the arrangement mode of the memory and the processor.

[0110] In a possible implementation, the at least one memory is located outside the device.

[0111] In another possible implementation, the at least one memory is located inside the device.

[0112] In another possible implementation, part of the at least one memory is located inside the device, and another part of the at least one memory is located outside the device.

[0113] In this application, the processor and the memory can also be integrated in one device, that is, the processor and the memory can also be integrated together. BRIEF DESCRIPTION OF DRAWINGS

[0114] The drawings needed to be used in the following embodiment description will be briefly introduced.

[0115] Figure 1 A test diagram provided by the embodiment of the application, in which a sliding door movement range and a steering range of a vehicle wheel overlap; Figure 2 A top view of a sliding door movement range and a steering range of a vehicle wheel overlap provided by the embodiment of the application; Figure 3 A system architecture schematic diagram of a vehicle provided by the embodiment of the application; Figure 4 A flowchart of a vehicle control method provided by the embodiment of the application; Figure 5 A flowchart of controlling a vehicle wheel provided by the embodiment of the application; Figure 6 A flowchart of another vehicle control method provided by the embodiment of the application; Figure 7 A schematic diagram of a maximum sliding amount threshold provided by the embodiment of the application; Figure 8 A flowchart of another vehicle control method provided by the embodiment of the application; Figure 9 A structural schematic diagram of a vehicle control device provided by the embodiment of the application; Figure 10 A structural schematic diagram of an electronic device provided by the embodiment of the application; Figure 11 A structural schematic diagram of a chip provided by the embodiment of the application. DETAILED DESCRIPTION

[0116] In order to make the purpose, technical scheme and advantages of the application clearer, the embodiments of the application will be described below with reference to the drawings in the embodiments of the application.

[0117] The terms "first" and "second" and the like in the description and in the claims of the present application are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. Furthermore, the terms "comprises", "comprising", "includes", "including", "has", "having" and the like are intended to cover a non-exclusive inclusion, such that a process, method, article, system or apparatus that comprises, includes or has a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, system or apparatus. Additionally, the terms "a" and "an" are defined as taking the meaning of "one or more" of the referenced item.

[0118] Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase "in an embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive of one another. It is appreciated that those skilled in the art can readily interpret implementation of the various embodiments in light of the disclosure and the inherent nature of the technical features, and that the technical features in different embodiments can be combined to form new embodiments according to their inherent nature, unless otherwise specified, and that there is no logical contradiction.

[0119] It should be understood that, in the present application, "at least one" means one or more, "multiple" means two or more, "at least two" means two or three and three or more, and "and / or" is used to describe the relationship between associated objects, indicating that there can be three relationships, for example, "A and / or B" can mean that there are three cases: only A, only B, and A and B at the same time, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects. "At least one of the following" or the like means any combination of these items, including any combination of single or multiple items. For example, at least one of a, b or c can mean a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be singular or plural.

[0120] It should be noted that in the present application, "indication" can include direct indication, indirect indication, explicit indication, and implicit indication. When describing a certain indication information for indicating A, it can be understood that the indication information carries A, directly indicates A, or indirectly indicates A.

[0121] In the present application, the information indicated by the indication information is referred to as to-be-indicated information. In the specific implementation process, there are many ways to indicate the to-be-indicated information, for example, but not limited to, the to-be-indicated information can be directly indicated, such as the to-be-indicated information itself or the index of the to-be-indicated information. The to-be-indicated information can also be indirectly indicated by indicating other information, wherein the other information and the to-be-indicated information have an association relationship. The to-be-indicated information can also be indicated only by a part, and the other part of the to-be-indicated information is known or agreed in advance. For example, the indication of specific information can also be achieved by means of the arrangement order of each information agreed in advance (for example, the protocol stipulates), thereby reducing the indication overhead to a certain extent. The to-be-indicated information can be sent as a whole, or can be sent separately into multiple sub-information, and the sending period and / or sending opportunity of the sub-information can be the same or different. The specific sending method is not limited in the present application. The sending period and / or sending opportunity of the sub-information can be predefined, for example, predefined according to the protocol, or configured by the transmitting end device by sending configuration information to the receiving end device.

[0122] It should be noted that in the present application, "sending" can be understood as "output", and "receiving" can be understood as "input". "Sending information to A", where "to A" only indicates the direction of information transmission, and A is the destination, does not limit that "sending information to A" must be direct sending on the air interface. "Sending information to A" includes directly sending information to A, and also includes indirectly sending information to A through a transmitter, so "sending information to A" can also be understood as "outputting information to A". Similarly, "receiving information from A" indicates that the source of the information is A, which includes directly receiving information from A, and also includes indirectly receiving information from A through a receiver, so "receiving information from A" can also be understood as "inputting information from A".

[0123] To improve the maneuverability and space utilization efficiency of vehicles, rear wheel steering technology has gradually extended from high-end passenger cars to multi-purpose passenger cars and commercial vehicles. This technology changes the angle of the rear wheels to make the vehicle have a smaller turning radius at low speed and enhance driving stability at high speed. However, the current door design does not take into account the implementation of the rear wheel steering technology, resulting in interference between the door and the wheel implementing the rear wheel steering function.

[0124] The interference situation is described below taking a sliding door as an example. The sliding door is a kind of door that is convenient for passengers to get in and out and for loading and unloading goods. The laterally opening sliding door has been widely used due to its large opening degree and small space occupation. However, the above two technologies aimed at improving the user experience in different dimensions have potential overlapping areas in the physical space, such as the space interference between the sliding door in the translation track close to the vehicle body and the steering range of the steering rear wheels.

[0125] Please refer to Figure 1 and Figure 2 , which shows a schematic diagram of the overlap area between the moving range of the sliding door and the steering range of the wheels. As Figure 1 and Figure 2 shown, when the sliding door 100 slides backward to open, the moving space of the rear edge of the door body (as shown by the dashed area beside the sliding door 100 in Figure 1 and Figure 2 ) overlaps with the steering range of the tires of the rear wheels 200 when the rear wheels are steering (as shown by the X-dashed area beside the wheel part in Figure 1 ). The existence of this area poses a significant risk of mechanical structure collision when the rear wheels are steering with the door open, or when the door is opened with a large steering angle of the rear wheels.

[0126] To address this risk, the current solution in the industry mostly adopts a function isolation strategy, which mainly ensures the safe operation of one function by limiting or disabling the other function. For example, when the vehicle is stationary, if it is detected that the sliding door is in an open or opening state, the rear wheel steering function will be locked and cannot work. Correspondingly, when it is determined that the rear wheel steering system is in an activated state, the opening operation of the sliding door will be prohibited. However, this isolation strategy increasingly shows its limitations in actual application scenarios. It cannot effectively cope with complex scenarios that require the two functions to work together. For example, in a narrow parking lot or loading area, the driver may urgently need to use the rear wheel steering to make fine adjustments or reduce the turning radius on the spot, while also needing to open the sliding door to observe the surrounding environment or perform cargo handover.

[0127] Based on this, the embodiments of the present application provide a vehicle control method and related products, which dynamically coordinate the control of the rear wheel steering and the door, so that the user does not need to compromise in scenarios where both rear wheel steering and door operation are needed, thereby improving the intelligence of the vehicle and the robustness of the application scenarios.

[0128] A vehicle to which the present application can be applied will be described below with reference to the accompanying drawings. Please refer to Figure 3 , Figure 3 for a schematic diagram of the system architecture of a vehicle provided by the embodiments of the present application. As Figure 3 shown, the vehicle 10 can include but is not limited to a power system 11, a first door 12, a sensor system 13, a vehicle control device 14, a peripheral device 15, etc. Among them: The power system 11 provides power for the vehicle 10 to move, and optionally provides power for other systems (e.g. steering system, door driving system). Exemplarily, the power system 11 can include a driving motor, a power battery and a related energy management unit. The driving motor generates power which is transmitted to the wheels of the vehicle through a transmission mechanism, so as to realize various operations (e.g. moving, turning) of the vehicle.

[0129] The above-mentioned wheel includes a first wheel (e.g. left or right rear wheel with steering function), and the power system 11 provides power for the wheel to rotate. Optionally, the first wheel is provided with a steering actuator, and the power system 11 also provides power support for the steering actuator to control the steering of the first wheel.

[0130] The first door 12 is a door of the vehicle 10 which can be opened and closed. In the embodiment of the present application, the first door 12 is used to indicate a door whose movement range at least partially overlaps with the rotation range of the first wheel in space, and there is a potential risk of movement interference. Exemplarily, the first door 12 can be a sliding door (also known as side sliding door or sliding and folding door). Optionally, the first door 12 can be a sliding door 200 in the above-mentioned Figure 1 and Figure 2 .

[0131] The sensor system 13 includes a plurality of detection devices for detecting the state information of the vehicle and its components. In the following, several sensors possibly involved in the vehicle 10 are exemplarily introduced.

[0132] In a possible implementation, the sensor system 13 includes an angle sensor 131 for sensing the steering angle of the first wheel. Optionally, the angle sensor 131 is arranged on the first wheel or a component for controlling the steering of the first wheel.

[0133] In a possible implementation, the sensor system 13 includes a position sensor 132. The position sensor can be used to detect the opening degree, sliding speed and other state information of the first door 12. Optionally, the position sensor 132 is arranged on the first door 12.

[0134] It should be understood that in addition to the above-mentioned angle sensor 131 and position sensor 132, the sensor system 13 can also include more sensors. Exemplarily, the sensor system 13 also includes but is not limited to a steering sensor 133 for detecting the steering angle of the steering wheel or the actual steering angle of the first wheel, a positioning system 134 (e.g. GPS module) for providing real-time position information of the vehicle. Optionally, the sensor system 13 can also include an ultrasonic radar 135 or a camera 136 for detecting obstacles around the vehicle, and the sensing data thereof can be used to assist in judging whether the vehicle is in a specific scene such as a narrow space.

[0135] The vehicle control device 14 is a device with computing and control capability, and is the core of the embodiment of the present application to realize cooperative control. Exemplarily, the vehicle control device 14 can be a VDC, a MDC or an automatic driving domain controller, or a unit or module in the domain controller.

[0136] In some embodiments, the vehicle control device 14 is configured to control the first wheels. In this embodiment, the vehicle control device 14 can comprise a first control module 141 configured to control the first wheels or to control the rear wheel steering function. The first control module 141 can control the steering angle of the first wheels by receiving instructions from the user or the vehicle control device 14 or information related to the first wheels (e.g. state information).

[0137] In some embodiments, the vehicle control device 14 is configured to control the first door. In this embodiment, the vehicle control device 14 can comprise a second control module 142 configured to control the opening or closing of the first door 12. The second control module 142 can receive instructions from the vehicle control device 14 or the user (e.g. triggered by the door handle) to drive the motor integrated in the first door 12 to move the first door 12 along the preset track. The second control module 142 can be integrated in the door assembly or the body controller.

[0138] In some embodiments, the vehicle control device 14 is communicatively connected to the power system 11, the second control module of the first door 12, the first control module controlling the steering of the first wheels, and the sensor system 13 through the vehicle network (e.g. CAN bus).

[0139] Optionally, the vehicle control device 14 internally stores or has access to a safety policy database established based on motion simulation data of a three-dimensional digital model of the vehicle. The vehicle control device 14 is configured to acquire data from the sensor system 13 and the first door 12, make decisions based on the safety policy database, generate instructions for coordinating the control of the steering angle of the first wheels and / or the sliding amount of the first door 12, and send them to the first control module and the second control module respectively for execution.

[0140] The peripheral device 15 comprises a plurality of elements for realizing human-computer interaction. For example Figure 1The human-machine interaction (HMI) 151, the speaker 152, the microphone, etc. are shown. Among them, the HMI is a device connected with an input and / or output device, realizing information interaction between human and machine, including but not limited to a display (such as a vehicle central screen, a streaming rearview mirror, an instrument panel, a head up display (HUD), a light field screen, or a projector, etc.), a touch screen, etc. In some solutions, the speaker, the microphone, etc. can also be regarded as the HMI. The speaker 152 is also called a loudspeaker, used for converting an audio electrical signal into a sound signal. The vehicle listens to music or listens to hands-free calls, etc. through the speaker 152. The microphone, also called a microphone or a microphone, is used for converting a sound signal into an electrical signal. When making a call or sending a voice message, the user speaks close to the microphone, and the microphone can input the sound signal into the microphone.

[0141] Optionally, the HMI 151 is used to receive an instruction of a user (such as an operation of forcibly opening a door), and display prompt information related to a risk of interference of the first door 12 with the first wheel movement to the user. The speaker 152 can be used to broadcast a related voice warning or status notification.

[0142] It should be noted that the above Figure 3 and the description are only a possible functional framework schematic diagram of the vehicle 10. In actual applications, the vehicle 10 can include more or fewer systems or elements, for example, can also include a communication system, a power management system, etc., which are not limited by the present application.

[0143] The following describes a vehicle control method related to the above Figure 3 schematic vehicle in the embodiments of the present application. For details, please see Figure 4 , Figure 4 a flowchart of a vehicle control method provided by the embodiments of the present application. Figure 4 The schematic method can be applied to Figure 3 the corresponding vehicle 10. Specifically, the method can be executed by the vehicle control device in Figure 3 , or executed by the first control module in Figure 3 , and the embodiments of the present application are not limited thereto. For the convenience of understanding, the following takes the method applied to the vehicle control device as an example for introduction. The method includes but is not limited to the following steps: S401, the vehicle control device obtains state information of a first door of the vehicle.

[0144] The movement range of the first door at least partially overlaps with the rotation range of the first wheel, and the state information includes movement state information or hovering state information. In a possible implementation, the first door includes a sliding door, which can also be referred to as a side sliding door or a sliding door. In some embodiments, the first door also includes a pair of doors, a rotary door, or any door that can collide with a steerable wheel. For ease of understanding, the first door is taken as a sliding door, and the first wheel is taken as a rear wheel of the vehicle in the following description of the embodiments of the present application.

[0145] The movement range of the first door at least partially overlaps with the rotation range of the first wheel represents a spatial region swept by the first door during opening and closing, and there is an overlapping region between the spatial region swept by the first wheel during rotation. This region can be referred to as an active range overlapping region. The existence of this region represents a risk of collision / interference between the first door and the first wheel.

[0146] For the scenario in which the first door is a sliding door, in a possible implementation, the movement state information includes but is not limited to the following information: a sliding direction of the first door, a sliding speed, and a maximum sliding amount. The sliding speed is used to indicate the movement speed of the first door, and the unit can be meters per second. In a possible implementation, the sliding door is mostly two-stage movement, the first stage is to move a distance to the outside of the vehicle (for example, the left side / right side of the vehicle) to avoid friction with the outside wall during movement, and the second stage is translational movement to enable the vehicle occupant to pass through the passing space formed by the translational movement of the first door. Since the opening degree of the first door is determined by the translational movement of the second stage, in some embodiments, the sliding speed can be used to indicate the speed of the second-stage translational movement of the first door.

[0147] The sliding direction can refer to the opening direction of the first door, which determines the moving trajectory of the first door. This information can be used to determine whether the first door will move towards the active range overlapping region. In a scenario, the first door hovers at a middle position of the maximum stroke, and a user controls the first door to close. In this scenario, the first door has a corresponding sliding speed, but since the first door moves away from the first wheel, there is basically no risk of collision between the wheel and the door. In this scenario, the vehicle control device can reduce the limitation on the steering angle of the first wheel or does not need to control the steering angle of the first wheel, thereby reducing the wheel control operation in the case where there is no collision risk.

[0148] The maximum sliding amount can also be referred to as a maximum stroke or a maximum opening, and is used to indicate the maximum opening degree of the first door in the current opening process. In some embodiments, the maximum sliding amount is determined by the user, for example, the force with which the user pulls the first door handle can determine the maximum sliding amount of the first door. In some other embodiments, the maximum sliding amount is determined by the second control device for controlling the first door. In some other embodiments, the maximum sliding amount is a preset value. This information can be used to determine whether there is a risk of collision between the wheel and the door.

[0149] In a possible implementation, the hovering state information includes, but is not limited to, the following information: opening degree information, hovering position, and position of the first door edge. The opening degree information is used to quantify the opening degree of the first door. Its representation can be the percentage of the current translation amount of the first door relative to the maximum allowed translation amount of the first door, or the actual displacement distance of the first door relative to the fully closed position, or a preset plurality of opening degree levels, for example, small opening, medium opening, large opening, or one of the opening degree proportions in 0% to 100%. For example, when the opening degree information indicates 50%, it means that the first door is opened to half of its maximum stroke. This information can be used to determine whether there is an overlap risk with the first wheel rotation range. Generally, the larger the opening degree, the larger the potential risk area, and the more stringent the required limitation on the first wheel steering angle.

[0150] The hovering position is used to describe the specific coordinates of the first door in the actual space. This position information can be obtained by a position sensor installed on the door, or calculated by combining the initial position and the motion stroke based on the motion trajectory model. The hovering position defines the overall coordinates of the first door in the hovering state, such as the coordinate set of each position point on the first door, and can be used for precise checking of motion interference. The vehicle control device can calculate the safe motion boundary of the first wheel when steering without contacting the door structure based on this position information.

[0151] The position of the first door edge can be used to indicate the spatial coordinates of the specific edge part of the first door that is most likely to interfere with the first wheel on the same side. For a sliding door, this usually refers to the rear edge. The hovering position can include the spatial coordinates corresponding to the position of the first door edge.

[0152] In the vehicle coordinate system, the longitudinal (or X-direction, vertical to the ground) and transverse (or Y-direction, parallel to the ground) positions of the edge determine the depth of the door intrusion into the wheel rotation range. The vehicle control can dynamically and finely determine the safe steering angle threshold (i.e., the second angle threshold) of the first wheel in the current door state by obtaining or calculating the precise position of the edge in real time, thereby achieving dynamic and accurate control of the first wheel.

[0153] S402, the vehicle control device controls the steering angle of the first wheel based on the state information of the first door.

[0154] The vehicle control device performs corresponding control logic based on the obtained state information to achieve dynamic management of the steering angle of the first wheel. The motion state information and hovering state information included in the state information are described below.

[0155] In the embodiments of the present application, the first wheel can be divided into two states, case 1 and case 2. Among them, case 1 is that the wheel has been steered, and case 2 is that the wheel has not been steered. It should be understood that case 1 represents that the first wheel has been steered or is being steered, and there is a certain steering angle. Case 2 represents that the first wheel has not been steered and may be steered next.

[0156] First, the scene of the state information including motion state information is described in combination with case 1 and case 2.

[0157] The motion state information can be used to indicate that the first door is moving. In some embodiments, the movement of the first door includes opening movement and closing movement, and the control of the wheel in the embodiments of the present application is mainly for the opening movement of the first door, which is mainly considered because the closing movement of the first door is moved away from the side of the adjacent wheel (for example, the door of the rear compartment is adjacent to the rear wheel), and it is not easy to interfere with the wheel. Therefore, the motion state information is mainly used to indicate that the first door moves towards the wheel.

[0158] In the scene where the state information includes motion state information, if the first wheel belongs to case 1, that is, in the case where the first wheel has a certain steering angle, the vehicle control device obtains the state information of the first door, at this time the vehicle control device can consider / determine whether the steering angle of the first wheel will affect the movement of the first door. The following describes in combination with Figure 5 .

[0159] If it is determined that the steering angle of the first wheel of the vehicle control device will affect the movement of the first door, in combination with Figure 5 (1 part), the vehicle control device controls the first wheel to adjust to a first angle based on the motion state information to avoid the movement range of the first door, and the first angle is less than or equal to a first angle threshold. In this embodiment, when it is detected that the first door is in a motion state, the vehicle control device will actively intervene to control the first wheel to steer to a safe avoidance angle (i.e. the first angle). The first angle threshold is used to ensure that the movement track of the first wheel after adjustment is completely in a safe area that does not overlap with the movement range of the first door.

[0160] Optionally, the first angle threshold is determined in real time, for example, the vehicle control device can determine the first angle threshold based on the motion state information, and then determine the first angle, so as to control the first wheel to adjust to the first angle to avoid the movement range of the first door. Alternatively, the first angle threshold is determined in advance based on the motion simulation analysis of the three-dimensional digital model of the vehicle.

[0161] Optionally, the first angle threshold is any one of the angle values in the steering angle interval in which the first wheel does not touch the movement range overlap area.

[0162] Exemplarily, the first angle threshold is 6° to 8°. It should be noted that for different vehicle models, the size of the space for accommodating the wheel is different, the size and model of the tire are different, and accordingly, the movement range overlap area is also different, and the determined first angle threshold may also have certain deviation. For a single vehicle model, the first angle threshold can be a certain fixed value, for example, 6°.

[0163] In a possible implementation, the first angle is 0 degrees, that is, the vehicle control device can control the first wheel to return to the normal position based on the motion state information.

[0164] As a possible implementation, the movement range overlap area is determined by the vehicle control device based on the pre-stored three-dimensional digital model of the vehicle. The vehicle control device queries the model and inputs the state information of the first door and the steering angle of the first wheel, and calculates whether there is an overlap area and the spatial range of the area under the current state through kinematic simulation.

[0165] The above-mentioned motion state information can be derived from the second control module (a module for controlling the first door), or the motion state information is derived from the sensor system, and is perceived by the sensor in the sensor system, and then transmitted to the second control module and forwarded to the vehicle control device.

[0166] Optionally, the vehicle control device controls the first wheel to adjust to the first angle only when it is determined that the current or predicted position of the first wheel has at least partially invaded the movement range overlap area. In a possible implementation, the vehicle control device controls the first wheel to adjust to the first angle when at least part of the first wheel is in the movement range overlap area.

[0167] Considering the urgency and necessity of the opening of the door, and the experience of the user, the control of the steering angle of the wheel and the opening of the door can be performed synchronously. In a possible implementation, the vehicle control device determines the first steering speed of the first wheel based on the motion state information, and controls the first wheel to adjust to the first angle based on the first steering speed, under the condition that the first wheel steers at the first steering speed, the movement trajectory of the first wheel and the movement trajectory of the first door do not overlap at the same time.

[0168] When the vehicle control device detects that the first door is being opened at a high speed, a higher first steering speed can be calculated accordingly, so as to instruct the first wheel to turn back at a faster speed. Conversely, when the door opening speed is slower, the first steering speed can also be reduced accordingly. Such dynamic speed matching not only ensures safety, but also avoids unnecessary aggressive control in low-risk scenarios, helping to improve the control smoothness and energy efficiency of the vehicle control device.

[0169] It should be understood that the slip speed and the maximum slip amount in the motion state information can be used to determine the first steering speed. In some embodiments, the opening speed / slip speed of the door is fixed or preset, and the vehicle control device can determine the time T1 at which the first door reaches the active range interference region based on the maximum slip amount of the first door and the fixed or preset slip speed. The vehicle control device can also determine the time T2 required for the first wheel to leave the active range interference region based on the current steering angle (or referred to as the second angle) of the first wheel, ensuring that T2 is less than T1, i.e., the first door is determined to have no interference risk with the first wheel, and the vehicle control device can determine the first steering speed based on T2 and the second angle to achieve wheel avoidance for the door.

[0170] The control operation of the vehicle control device described above on the first wheel (such as adjusting the first wheel to the first angle) can be performed synchronously with the movement of the first door. However, considering that in some scenarios, the first wheel may be difficult to lead the movement of the first door due to the fast movement speed of the first door or the large current steering angle of the first wheel. In one possible implementation, the vehicle control device controls the first wheel to adjust to the first angle in a first time period, and the starting time point in the first time period is earlier than the starting time point of the movement of the first door. This embodiment provides a solution different from the synchronous avoidance strategy in the foregoing embodiments. The vehicle control device can adjust the steering angle of the first wheel in the first time period before the first door officially starts to move. This time sequence control of wheel first and door later fundamentally eliminates the possibility of interference.

[0171] In one possible implementation, in combination with Figure 5In the (2) part of the above, after the first door is closed, the vehicle control device controls the first wheel to return to the original position. Illustratively, the vehicle control device acquires the closing information of the first door, the closing information being used to indicate that the first door has been closed. Based on the closing information, the vehicle control device controls the first wheel of the vehicle to adjust to a second angle, the second angle being the angle of the first wheel before the adjustment based on the state information of the first door. In this embodiment, after confirming that the first door is completely closed, the vehicle control device can release the steering restriction on the first wheel, so that it returns to the angle expected by the driver or originally required by the vehicle control system, thereby achieving seamless switching of the control strategy and improving the user experience.

[0172] For case 2, if the state information includes motion state information, the vehicle control device can set a maximum steering angle limit (in this embodiment, this limit can also be referred to as a first angle threshold) for the first wheel. This limit means that during the motion of the first door, even if a steering instruction is received, the steering angle of the first wheel cannot exceed this threshold, thereby avoiding interference with the first door in subsequent possible steering.

[0173] Secondly, in combination with case 1 and case 2, the scenario in which the state information includes hovering state information is illustratively described. The hovering state information is used to indicate that the first door has been opened, but is in a stationary hovering state. This represents that the hovering position of the first door is fixed.

[0174] For case 2, in one possible embodiment, based on the hovering state information, the vehicle control device controls the steering angle of the first wheel of the vehicle to be less than or equal to a second angle threshold, the second angle threshold being the maximum steering angle of the first wheel obtained based on the hovering state information, and the motion trajectory of the first wheel steering to the second angle threshold does not coincide with the hovering position of the first door.

[0175] In this embodiment, when the first door is opened to a certain opening degree and remains in a hovering state, the vehicle control device does not completely prohibit the steering of the wheel, but dynamically limits the maximum steering angle of the wheel according to the current opening degree of the door. This enables the vehicle to still have limited steering flexibility when the door is not completely closed, thereby improving the convenience of use.

[0176] Illustratively, the second angle threshold and the opening degree information of the first door are in a negative correlation relationship. For example, when the first door is only opened to a small opening degree, the second angle threshold can be relatively large, and the first wheel still has more steering flexibility. When the first door is opened to a large opening degree, the second angle threshold is correspondingly reduced, and a more stringent restriction is imposed on the steering range of the first wheel.

[0177] In some embodiments, the second angle threshold is obtained by the vehicle control device querying a pre-stored mapping relationship between the door opening degree and the steering angle. The mapping relationship is pre-calibrated based on a motion simulation analysis of a three-dimensional digital model of the vehicle, and its constraints can include ensuring that the first wheel has no spatial interference with the first door in the hover position throughout the process of steering to the second angle threshold.

[0178] Alternatively, the second angle threshold can be the same as the first angle threshold.

[0179] It should be understood that the control of the vehicle control device to control the steering angle of the first wheel of the vehicle to be less than or equal to the second angle threshold based on the hover state information means that the maximum steering angle of the first wheel at the current time is limited, and whether the first wheel is actually steered or not also needs the control instruction of the user or the vehicle control device.

[0180] For case 1, the door is in a hover state, which means the door is opened, and case 1 means the wheel is steered, which can occur simultaneously in the embodiments of the present application, but the steering angle of the wheel or the opening degree of the door needs to be limited under the control of the vehicle control device to avoid interference. Therefore, in the case where the state information includes the hover state information, case 1 can occur in the scenario where the vehicle control device receives a control instruction from the user to adjust the steering angle of the first wheel to a certain value (which is less than or equal to the second angle threshold).

[0181] Similar to the transmission path of the motion state information described above, the hover state information can also be derived from the second control module (the module for controlling the first door), or the hover state information is derived from the sensor system, sensed by the sensor in the sensor system, and then transmitted to the second control module and forwarded to the vehicle control device by the second control module.

[0182] In order to more intuitively understand the embodiments, consider a typical application scenario: the vehicle is parked in a narrow parking space, and the driver wants to open the sliding door (first door) to facilitate passengers to get on and off the vehicle, but at the same time, the rear wheel (first wheel) may need to be steered for fine adjustment. At this time, the vehicle control device monitors the door opening request (such as obtaining the motion state information). If the rear wheel has a steering angle (case 1), the vehicle control device controls the rear wheel to quickly return to the normal position (the first angle is 0 degrees) to avoid the door trajectory. After the door is opened and hovers (the state becomes the hover state information), the vehicle control device dynamically allows the rear wheel to be steered within a limited range (such as the second angle threshold is ±3 degrees) according to the opening degree information of the first door (such as 50%).

[0183] In a possible implementation, the vehicle control device outputs first prompt information, the first prompt information being used to prompt a risk of interference between the first door and the first wheel. Exemplarily, a presentation mode of the first prompt information is associated with a feature of the risk of interference.

[0184] Optionally, the feature of the risk of interference includes, but is not limited to, a subject of interference, a possible position / region of interference, and the like.

[0185] In some embodiments, the vehicle control device can identify the first wheel at risk through the first prompt information, or highlight the active range overlap region where the interference is likely to occur. Optionally, if the first wheel is the right rear wheel, the right rear wheel can be highlighted, or highlighted and flashed, or a prompt icon can be displayed to point to the right rear wheel. Optionally, the first door can also be highlighted, or highlighted and flashed, or a prompt icon can be displayed to point to the first door.

[0186] In yet some embodiments, the first prompt information can be output in various forms, including but not limited to being output through peripheral devices in the vehicle, for example: on a display screen of the vehicle, a region at risk of interference (such as an active range overlap region) can be highlighted or flashed to highlight the region. Through a heads-up display system, a warning icon is projected in front of the user's field of view. Through a voice broadcast system, a risk prompt voice is emitted. Through a tactile feedback system, the steering wheel or the driver's seat is vibrated.

[0187] In yet some embodiments, the output of the first prompt information can be combined with existing functions of the vehicle. For example, when the vehicle control device detects that the first door is being opened and the steering angle of the first wheel is in a range where interference is likely to occur, the first prompt information is immediately triggered. The information can be superimposed and displayed in a 360 panoramic image interface of the vehicle, and the position where the collision is likely to occur is accurately marked, so that the user can intuitively and timely perceive the risk.

[0188] In a possible implementation, the vehicle control device outputs second prompt information, the second prompt information being used to prompt that the risk of interference has been resolved, or being used to prompt that the rotation parameter of the first wheel of the vehicle has been controlled, the rotation parameter including a rotation angle, a rotation direction, and a rotation angle limit value.

[0189] In some embodiments, the second prompt information can be output in a visual, audible, and tactile manner.

[0190] Exemplarily, on a vehicle display interface, the original highlight display of the risk region identifier can be changed to green or automatically disappear, and be accompanied by a text prompt such as "safe, normal steering" to indicate that the risk has been eliminated, or directly display specific state information such as "rear wheel steering angle limit release".

[0191] Exemplarily, the user is informed of the state change through a prompt sound or a voice broadcast of "risk removed".

[0192] In some embodiments, the turning parameter is intuitively displayed on the in-vehicle display interface. When the vehicle control device limits the steering angle of the first wheel within a certain safety value (i.e., the turning angle limit value) based on the state information, the limit value is simultaneously displayed to the user through a second prompt information.

[0193] To improve the safety of vehicle control and prevent collision accidents between the wheels and the doors, in a possible implementation, the vehicle control device acquires a first request message for requesting opening of the first door. After controlling the steering angle of the first wheel, the vehicle control device feeds back a confirmation message for determining opening of the first door.

[0194] In some embodiments, when the driver issues an opening request (i.e., the first request message) through the door handle switch, the vehicle control device first determines whether there is an interference risk in the current rear wheel steering angle. If there is a risk, the vehicle control device suspends the door opening instruction and first controls the rear wheel steering system to complete the adjustment of the safety angle (e.g., performs the return-to-center operation). After the rear wheel confirms that it has reached the safe position and the interference risk is eliminated, the vehicle control device sends a confirmation message to the second control device, and the first door is authorized to be opened at this time.

[0195] Optionally, the decision process (e.g., priority determination, control instruction generation) of the control method described in the embodiments can also be performed by a higher-level domain controller (e.g., a vehicle domain controller VDC). In this architecture, the vehicle control device in the embodiments mainly serves as an execution unit that receives instructions from the domain controller and controls the steering angle of the first wheel.

[0196] In the embodiments of the present application, a vehicle control method is provided, which can dynamically control the steering angle of the first wheel when it is detected that the first door is in an open or hovering state, and can actively intervene in the wheel steering when there is a motion interference risk between the first door and the first wheel. Unlike the traditional solution of avoiding risk by function exclusion, in the scenario where the rear wheel steering and the door operation need to be performed at the same time, the mechanical structure safety can be guaranteed, and the user's demand for vehicle convenience and flexibility can be met, thereby improving the intelligence, robustness and functional integration of the vehicle / vehicle control device.

[0197] The vehicle control method for door control in the embodiments of the present application will be described below with reference to the accompanying drawings. For details, please see Figure 6 , Figure 6 Another flowchart of the vehicle control method provided in the embodiments of the present application is shown in FIG. 6. Figure 6The method can be applied to Figure 3 The method can be executed by the vehicle control device in the vehicle 10, or by the second control module in the vehicle 10 for controlling the first door. The embodiments of the present application are not limited in this regard. Figure 3 The method can be executed by the vehicle control device in the vehicle 10, or by the second control module in the vehicle 10 for controlling the first door. The embodiments of the present application are not limited in this regard. Figure 3 The method can be executed by the vehicle control device in the vehicle 10, or by the second control module in the vehicle 10 for controlling the first door. The embodiments of the present application are not limited in this regard. The method can be executed by the vehicle control device in the vehicle 10, or by the second control module in the vehicle 10 for controlling the first door. The embodiments of the present application are not limited in this regard. S601, the vehicle control device obtains the steering angle information of the first wheel of the vehicle.

[0198] The movement range of the first door at least partially overlaps with the rotation range of the first wheel, and the overlapping area can be referred to as an active range overlap area.

[0199] In a possible implementation, the vehicle control device obtains the steering angle information from the first control module for controlling the steering of the first wheel through a vehicle-mounted network (such as a CAN bus). The information can include the absolute steering angle of the first wheel relative to the longitudinal axis of the vehicle.

[0200] For example, the steering angle information is collected by a position feedback unit (such as a rotation angle sensor) arranged on the first wheel steering mechanism and provided to the first control module.

[0201] Optionally, the steering angle information obtained by the vehicle control device can also be a state flag processed by the first control module, for example, a flag bit for indicating whether the steering angle exceeds a certain preset threshold.

[0202] S602, the vehicle control device controls the first door of the vehicle to have a first sliding amount less than or equal to a maximum sliding amount threshold based on the steering angle information of the first wheel.

[0203] The maximum sliding amount threshold is the maximum value (such as the maximum distance) between the starting position (such as the B-pillar of the vehicle) and the trailing edge of the first door after opening. The maximum sliding amount threshold is related to the steering angle information of the first wheel. The vehicle control device performs corresponding door opening degree constraint based on the obtained steering angle information. The purpose of the constraint is to dynamically define the maximum opening boundary of the door according to the steering state / steering angle of the wheel, so as to realize the pre-interference avoidance.

[0204] In the embodiments of the present application, the steering angle information of the first wheel can be divided into two cases. Case 3 represents that at least part of the first wheel is located in the active range overlap area. Case 4 represents that the first wheel is not located in the active range overlap area. The vehicle control device needs to perform the constraint management of the door opening degree / sliding amount for case 3.

[0205] It needs to be noted that, due to the mechanical structure of the first wheel, the maximum steering angle that can be achieved without external interference is generally about 45°. This means that if the steering angle of the first wheel is large, part of the tire body is located in the overlapping area of the active range, and the first wheel not in the overlapping area of the active range represents that the tire body of the first wheel is located in the space for accommodating the wheel, and the steering angle is small or 0°.

[0206] In some embodiments, case 3 can also be used to indicate that the steering angle of the first wheel is greater than a preset safety angle threshold (such as 10°), and case 4 can also be used to indicate that the steering angle of the first wheel is less than or equal to the preset safety angle threshold.

[0207] The following exemplary describes the control of the first wheel slip amount of the first door of the vehicle by the vehicle control device in case 3.

[0208] In a possible implementation, the vehicle control device queries the pre-stored mapping relationship based on the steering angle information of the first wheel, determines the corresponding maximum wheel slip threshold, and controls the first wheel slip amount of the first door not to exceed the threshold.

[0209] Exemplarily, the mapping relationship is obtained by pre-calibration based on motion simulation analysis of a three-dimensional digital model (DMU) of the vehicle, which defines the maximum safe opening travel of the door that can ensure no interference between the door and the wheel under different wheel steering angles. Alternatively, the maximum wheel slip threshold can be expressed as an absolute displacement distance (for example, millimeters), or as a percentage (such as 50%) of the maximum mechanical wheel slip of the first door. The maximum mechanical wheel slip is used to indicate the maximum wheel slip that can be achieved by the first door without external interference. In the embodiments of the present application, the wheel slip can be replaced by travel.

[0210] The following exemplary shows a mapping relationship in which the maximum wheel slip threshold is expressed as a percentage of the maximum mechanical wheel slip of the first door. Please refer to Table 1, which is used to indicate the maximum wheel slip threshold of the first door and the steering angle of the first wheel.

[0211]

[0212] In Table 1, if the steering angle of the first wheel is 0° to 5°, it represents that the first wheel is not in the overlapping area of the active range, and the movement of the first door is not limited, and the maximum wheel slip threshold is 100%, which represents the distance of the maximum mechanical wheel slip of the first door. If the steering angle of the first wheel is 5° to 45°, it represents that at least part of the first wheel is in the overlapping area of the active range, and in order to avoid interference, the movement of the first door is limited, and the maximum wheel slip threshold is 50%, which represents the distance of half of the maximum mechanical wheel slip of the first door.

[0213] It should be noted that the above-mentioned turning angle and maximum slip amount threshold value are only examples. For different vehicle models, different wheels, and different doors, the above-mentioned values can have certain changes.

[0214] In some embodiments, the vehicle control device further considers the specific turning direction of the first wheel in the limiting strategy of the door opening degree. Please refer to Figure 7 which shows the relationship between the turning direction of the wheel and the risk of interference with the same side door.

[0215] Figure 7 Mainly showing the first door on the left side of the vehicle and the first wheel on the left side, Figure 7 Part (1) in (1) shows the case that the first wheel turns left, and the corresponding maximum slip amount threshold value is H1, Figure 7 Part (2) in (2) shows the case that the first wheel turns right, and the corresponding maximum slip amount threshold value is H2.

[0216] It should be noted that when the first wheel deflects to the left, its movement trajectory is more likely to invade the rear movement space of the first door, and the risk of interference is high. At this time, the maximum slip amount threshold value is limited to a smaller first value, such as Figure 7 H1 in (1), H1 shows the maximum distance between the first door from the starting position (such as the B pillar of the vehicle) to the trailing edge of the first door after opening. When the first wheel deflects to the right, its movement trajectory is away from the first door, and the risk of interference is low. At this time, the maximum slip amount threshold value can be set to a larger second value (such as H2), and the first value is smaller than the second value.

[0217] For the first door on the right side and the first wheel on the right side. When the first wheel deflects to the right, the risk of interference is high, and the maximum slip amount threshold value is limited to a smaller fourth value. When the first wheel deflects to the left, the risk of interference is low, and the maximum slip amount threshold value can be set to a larger third value, and the third value is larger than the fourth value.

[0218] It should be understood that the above-mentioned first value, second value, third value, and fourth value are not fixed, but dynamically change based on the absolute value of the turning angle. For example, for the left wheel, the larger the absolute value of the left deflection angle, the smaller the first value, and the more strict the limitation of the door opening degree.

[0219] Secondly, case 4 is exemplarily illustrated. In one possible implementation, although the first wheel currently does not intrude the active range overlap region, the vehicle control device still needs to set a default or current zero-angle state based maximum slide amount threshold for the first door. This is usually a relatively loose limit, for example, allowing the first door to open to its maximum mechanical opening. Alternatively, this default threshold is also derived from the above-mentioned pre-stored mapping relationship, corresponding to the safe opening value when the steering angle is zero.

[0220] In one possible implementation, in order to optimize user experience while ensuring safety, the vehicle control device determines the motion interference risk level of the first door based on the steering angle information of the first wheel, and controls the opening speed of the first door accordingly.

[0221] As one possible example, when the motion interference risk level is the first level, such as in low risk, corresponding to a smaller steering angle, the first door is controlled to open to the allowed first slide amount at a normal first speed. When the motion interference risk level is the second level, such as in high risk, corresponding to a larger steering angle, the first door is controlled to open to the allowed first slide amount at a second speed, wherein the second speed is smaller than the first speed. Exemplarily, the determination of the risk level is mainly based on the absolute value of the steering angle of the first wheel. For example, the steering angle is less than A° for the first level, and greater than or equal to A° and less than B° for the second level.

[0222] Alternatively, the determination of the risk level can also be combined with the real-time attitude of the vehicle (such as the lateral inclination angle) for comprehensive evaluation. This graded speed control provides longer reaction and adjustment time for users and systems by reducing speed in high risk.

[0223] In one possible implementation, the vehicle control device receives a forced opening instruction, and in response to the instruction, controls the first door to open to its maximum mechanical opening, regardless of the maximum slide amount threshold calculated based on the steering angle information.

[0224] As one possible example, the forced opening instruction can be triggered in any of the following ways: Within a preset time window, multiple first door handle trigger signals are detected, such as three consecutive trigger signals detected within 2 seconds.

[0225] A long press operation of a specific emergency button on the first door is detected, such as pressing the emergency button for more than 3 seconds.

[0226] It is determined that the vehicle is in a risk scenario, for example, receiving a vehicle collision signal from an airbag controller, a vehicle fire signal from a battery management system (BMS), or detecting that the vehicle is trapped in water.

[0227] In some embodiments, the first door handle comprises an electronic outer handle arranged on the outside of the vehicle and an electronic / mechanical inner pull handle arranged on the inside of the vehicle. The mechanical inner pull handle is generally directly linked to the door locking mechanism, constituting a final physical backup opening channel independent of the electronic control system.

[0228] It should be noted that during the opening of the first door, the rear wheel steering function of the vehicle can still be used, which means that the steering angle of the first wheel can change, but it should be understood that, in order to avoid interference, the steering angle of the first wheel can only change within an angle value less than a safety angle threshold or a first angle threshold, for example, the safety angle threshold is 10°, then the steering angle of the first wheel can be adjusted, but only within the range of 0° to 10°.

[0229] In a possible implementation, the vehicle control device outputs third prompt information. Exemplarily, the third prompt information is used to indicate that the first slip amount is limited due to the steering angle of the first wheel. For example, a text of "rear wheel steering, door opening degree limited to XX%" is displayed on the vehicle screen.

[0230] Optionally, the third prompt information is also used to prompt the way of triggering the forced opening instruction. For example, an instruction of "please long press the emergency switch if you want to fully open" is appended after the above prompt information.

[0231] In some embodiments, the third prompt information can be output in at least one of the following ways: displaying a text prompt on the combination instrument or the central control screen; playing a prompt content through a voice system; providing a visual warning through lighting a specific indicator light (such as an orange flashing LED) arranged on the inner wall of the door or the B-pillar.

[0232] In the embodiments of the present application, a vehicle control method is provided, which dynamically restricts the maximum opening degree of the door by sensing the steering state of the wheel in real time. When the rear wheel steering system is in the working state, the movement boundary of the door is limited in advance, which fundamentally prevents the door from invading the rotation safety area of the wheel during the opening process, ensures the integrity of the mechanical structure, and at the same time allows the opening door demand of the user to be met to the greatest extent within the safety range.

[0233] In the following, another vehicle control method involved in the embodiments of the present application will be introduced in combination with the drawings.

[0234] It can be understood that the steps in the embodiments of the present application can be regarded as reasonable deformation or supplement of the embodiments in the above Figure 4 or Figure 6 ; or it can be understood that the vehicle control method in the embodiments of the present application can also be regarded as an independently executable embodiment, and the present application does not limit this.

[0235] It can be understood that the vehicle control device involved in the vehicle control method provided in the embodiments of the present application can refer to the related description of the vehicle control device involved in the vehicle control method shown in the above Figure 4 or Figure 6 The vehicle involved in the vehicle control method provided in the embodiments of the present application can refer to the related description of the vehicle involved in the vehicle control method shown in the above Figure 4 or Figure 6 The vehicle involved in the vehicle control method provided in the embodiments of the present application can refer to the related description of the vehicle involved in the vehicle control method shown in the above

[0236] For details, please see Figure 8 , Figure 8 the flowchart of another vehicle control method provided in the embodiments of the present application. Figure 8 The schematic method can be applied to Figure 3 the corresponding vehicle 10. Specifically, the method is executed by the vehicle control device in Figure 3 The vehicle control device can be connected in communication with the first control module for controlling the steering of the first vehicle wheel and the second control module for controlling the opening and closing of the first vehicle door as a central coordination unit.

[0237] The method includes but is not limited to the following steps: S801, the vehicle control device acquires the state information of the first vehicle door and the steering angle information of the first vehicle wheel of the vehicle.

[0238] The movement range of the first vehicle door at least partially overlaps the rotation range of the first vehicle wheel.

[0239] In one possible implementation, the vehicle control device acquires the state information of the first vehicle door from the second control module and the steering angle information of the first vehicle wheel from the first control module in real time through the vehicle-mounted network, such as vehicle-mounted Ethernet.

[0240] Exemplarily, the state information includes movement state information (such as sliding direction, sliding speed) indicating that the first vehicle door is moving or hovering state information (such as opening degree information, hovering position) indicating that the first vehicle door has been stationary.

[0241] S802, the vehicle control device outputs the first control instruction based on the state information and the steering angle information.

[0242] The first control instruction is used to control the steering angle of the first vehicle wheel to avoid the movement range of the first vehicle door, and / or to control the first sliding amount of the first vehicle door to be less than or equal to the maximum sliding amount threshold.

[0243] In one possible implementation, the vehicle control device determines a first priority of the first door and a second priority of the first wheel based on the state information and the steering angle information. The vehicle control device decides whether to prioritize the wheel avoidance of the door or the door opening limitation for the steering at the current time by performing a priority arbitration procedure.

[0244] Exemplarily, the first priority and the second priority can be determined based on one or more factors including the movement state of the first door, the steering demand of the first wheel, or a forced operation instruction.

[0245] Optionally, the first priority and the second priority can be determined based on the movement state of the first door. Exemplarily, if the first door is in a movement state (e.g. being opened), its first priority is usually set to be higher than the second priority of the first wheel. This is because the trajectory and state of a moving component is more difficult to predict and control, and needs to be prioritized for safety.

[0246] Optionally, the first priority and the second priority can be determined based on the steering demand of the first wheel. Exemplarily, if the vehicle is in a low-speed turning scenario where the rear wheel steering dependency is high, and the first door is in a stationary hovering state, the second priority of the first wheel can be elevated to ensure the maneuverability of the vehicle.

[0247] Optionally, the first priority and the second priority can be determined based on a forced operation instruction. Exemplarily, if it is detected that the user has the intention or operation of forcibly opening the door, the priority of the first door will be set to the highest.

[0248] The following will be exemplarily described for the determination results of different priorities respectively.

[0249] First, the scenario where the first priority is higher than the second priority (i.e. prioritizing the door operation) will be described.

[0250] In this scenario, the first control instruction is mainly used to control the steering angle of the first wheel.

[0251] In one possible implementation, the vehicle control device queries a pre-stored safety strategy database, which is established based on the motion simulation data of a three-dimensional digital model (DMU) of the vehicle, and defines the safe operation boundaries under different door states and wheel steering angle combinations. The vehicle control device determines a safe first angle threshold from the database according to the current state information (such as movement speed, opening degree) of the first door and the current steering angle of the first wheel, and generates a first sub-instruction to control the first wheel to adjust to a first angle less than or equal to the first angle threshold.

[0252] Exemplarily, the first sub-instruction is sent to the first control module through the in-vehicle network, and the steering angle adjustment is completed by the first control module driving the corner actuator. The specific implementation details of this process can be referred to the foregoing description of the first control module. Figure 4 The corresponding description of S402 in the corresponding embodiment.

[0253] Secondly, the scene where the second priority is higher than the first priority, i.e., the steering of the vehicle wheel is prioritized, is described.

[0254] In this scenario, the first control instruction is mainly used to control the first sliding amount of the first door.

[0255] In a possible implementation, the vehicle control device also queries the safety strategy database, determines the corresponding maximum sliding amount threshold according to the current steering angle information of the first vehicle wheel, and generates a second sub-instruction for controlling the first sliding amount of the first door to be less than the threshold. Exemplarily, the second sub-instruction is sent to the second control module through the in-vehicle network, and the opening degree of the door motor is limited by the second control module. The specific implementation details of this process can be referred to the foregoing description of the second control module. Figure 6 The corresponding description of S602 in the corresponding embodiment.

[0256] In a possible implementation, the vehicle control device also predicts the risk level of the motion interference between the first door and the first vehicle wheel based on the state information and the steering angle information, and carries the control parameter corresponding to the risk level in the first control instruction.

[0257] Exemplarily, the risk level can be predicted based on the closeness of the motion trajectory of the first door and the rotation trajectory of the first vehicle wheel in space-time. For example, when the predicted minimum distance is less than a safety distance threshold, it is determined as high risk. Optionally, the control parameter includes the target rotation speed of the first vehicle wheel and / or the target opening speed of the first door.

[0258] When the risk level is high, the target rotation speed of the first vehicle wheel carried in the first control instruction is set to a higher value to ensure rapid avoidance; at the same time, the target opening speed of the first door can be limited to a lower value. When the risk level is low, the conventional and preset control parameter is used to reduce the interference to the operation.

[0259] In a possible implementation, the vehicle control device also obtains the scene information of the vehicle, and adjusts the control strategy for determining the first control instruction based on the scene information.

[0260] Exemplarily, the scenario information includes that the vehicle is in a regular operation, a narrow space turning, a charging operation, or a risk emergency, etc. For example, in the narrow space turning scenario, the control strategy tends to prioritize the rear wheel turning function, even if it needs to temporarily limit the opening degree of the door. In the charging operation scenario (especially when the charging port is located at the rear side of the vehicle), the opening degree of the door is prioritized to be opened to the required opening degree, and the rear wheel turning angle is limited. In the risk emergency scenario, the forced opening function of the door is ensured.

[0261] Optionally, the vehicle control device determines the scenario information at the current time point based on the perception data obtained by the sensors in the sensor system. The perception data can be GPS, navigation map, and data of environmental perception sensors (such as ultrasonic radar).

[0262] Optionally, the scenario information is determined based on a mode manually selected by a user.

[0263] In a possible implementation, the first control instruction includes a first sub-instruction for controlling the turning angle of the first wheel and a second sub-instruction for controlling the first sliding amount of the first door. The vehicle control device sends the first sub-instruction to the first control module and sends the second sub-instruction to the second control module.

[0264] Optionally, the vehicle control device further receives feedback information from the first control module and the second control module, for example, the feedback information can be the actual turning angle of the first wheel, the actual opening degree of the first door, etc., to realize closed-loop control, ensure that the first control instruction is accurately executed, and make instruction correction when necessary.

[0265] In the embodiments of the present application, a vehicle control method is provided, which uniformly obtains and fuses the state information of the door and the wheel, and optionally combines the scenario information and risk prediction to output a comprehensive cooperative control instruction. The method realizes centralized coordination and global optimization of the wheel turning and door control, so that the vehicle control device can make the optimal decision based on the global state, thereby more efficiently and reliably avoiding the motion interference risk in complex application scenarios.

[0266] The above describes the method of the embodiments of the present application in detail, and the following provides a device for implementing any one of the methods in the embodiments of the present application, for example, a device including units (or means) to implement each step performed by the equipment in any one of the above methods.

[0267] Please refer to Figure 9 , Figure 9 A structural schematic diagram of a vehicle control device provided in the embodiments of the present application is provided.

[0268] As Figure 9As shown in the figure, the vehicle control apparatus 14 can include a communication unit 901 and a control unit 902. The communication unit 901 and the control unit 902 can be software, can be hardware, or can be a combination of software and hardware.

[0269] The communication unit 901 can implement a sending function and / or a receiving function, and the communication unit 901 can also be described as a transceiver unit. The communication unit 901 can also be a unit that integrates an acquisition unit and a sending unit, where the acquisition unit is configured to implement a receiving function, and the sending unit is configured to implement a sending function. Alternatively, the communication unit 901 can be configured to receive information sent by another device, and can also be configured to send information to another device.

[0270] In a possible design, the vehicle control apparatus 14 can correspond to the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 4 The vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments can be an electronic device or a chip in an electronic device. The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 4 The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 4 The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments.

[0271] For the technical effects brought by the embodiments performed by the communication unit 901 and the control unit 902 described in this design, reference can be made to the introduction of the technical effects corresponding to the method embodiments described above with reference to any one of the method embodiments. Figure 4

[0272] In the scenario where the vehicle control apparatus 14 corresponds to the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments, the communication unit 901 can also be referred to as a first communication unit 901, and the control unit 902 can also be referred to as a first control unit 902. Figure 6

[0273] In a possible design, the vehicle control apparatus 14 can correspond to the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 6 The vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments can be an electronic device or a chip in an electronic device. The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 6 The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments. Figure 6 The vehicle control apparatus 14 can include units configured to perform the operations of the vehicle control apparatus in the method embodiment described above with reference to any one of the method embodiments.

[0274] For the technical effects brought by the embodiments performed by the communication unit 901 and the control unit 902 described in this design, reference can be made to the introduction of the technical effects corresponding to the method embodiments described above with reference to any one of the method embodiments.​​Figure 4 The technical effects of the method embodiments shown are introduced.

[0275] In the scenario where the vehicle control apparatus 14 corresponds to the vehicle control apparatus in the method embodiments shown above, Figure 6 In the scenario of the vehicle control apparatus in the method embodiments shown above, the communication unit 901 can also be referred to as a second communication unit 901, and the control unit 902 can also be referred to as a second control unit 902.

[0276] In a possible design, the vehicle control apparatus 14 can correspond to the vehicle control apparatus in the method embodiments shown above, Figure 8 The vehicle control apparatus 14 can be an electronic device or a chip in an electronic device. The vehicle control apparatus 14 can include units for performing the operations performed by the vehicle control apparatus in the method embodiments shown above, and each unit in the vehicle control apparatus 14 is respectively configured to implement the operations performed by the vehicle control apparatus in the method embodiments shown above. Figure 8 The vehicle control apparatus 14 can be an electronic device or a chip in an electronic device. The vehicle control apparatus 14 can include units for performing the operations performed by the vehicle control apparatus in the method embodiments shown above, and each unit in the vehicle control apparatus 14 is respectively configured to implement the operations performed by the vehicle control apparatus in the method embodiments shown above. Figure 8 The vehicle control apparatus 14 can be an electronic device or a chip in an electronic device. The vehicle control apparatus 14 can include units for performing the operations performed by the vehicle control apparatus in the method embodiments shown above, and each unit in the vehicle control apparatus 14 is respectively configured to implement the operations performed by the vehicle control apparatus in the method embodiments shown above.

[0277] The technical effects of the method embodiments shown are introduced. Figure 4 The technical effects of the method embodiments shown are introduced.

[0278] In the scenario where the vehicle control apparatus 14 corresponds to the vehicle control apparatus in the method embodiments shown above, Figure 8 In the scenario of the vehicle control apparatus in the method embodiments shown above, the communication unit 901 can also be referred to as a third communication unit 901, and the control unit 902 can also be referred to as a third control unit 902.

[0279] According to the embodiments of the present application, Figure 9 The units in the apparatus shown above can be combined into one or more other units respectively or in total, or some of the units can be further split into a plurality of units with smaller functions to implement the same operations, without affecting the technical effects of the embodiments of the present application. The units are divided based on logical functions, and in actual applications, the functions of one unit can also be implemented by multiple units, or the functions of multiple units can be implemented by one unit. In other embodiments of the present application, the electronic device can also include other units, and in actual applications, these functions can also be implemented by other units, and can be implemented by multiple units in cooperation.

[0280] It should be noted that the implementation of each unit can also correspond to the description of the corresponding method embodiments shown above. Figure 4 , Figure 6 or Figure 8 The technical effects of the method embodiments shown are introduced.

[0281] For the above vehicle control device 14 can be electronic equipment (or still called vehicle control device, below with electronic equipment as an example to introduce) case, can refer to Figure 10 The structure diagram of the electronic equipment shown.

[0282] It should be understood that Figure 10 The electronic equipment 1000 shown is only an example, and the electronic equipment of the embodiments of the present application can also include other components, or include components similar to the functions of the components in Figure 10 , or not all components in Figure 10 .

[0283] The electronic equipment 1000 includes a transceiver interface 1001 and at least one processor 1002.

[0284] The electronic equipment 1000 can correspond to the vehicle control device. The transceiver interface 1001 is used to transceive signals, and the at least one processor 1002 executes program instructions, so that the electronic equipment 1000 implements the corresponding processes of the methods performed by the corresponding devices in the above method embodiments.

[0285] In a possible design, the electronic equipment 1000 can correspond to the vehicle control device in the above Figure 4 , Figure 6 or Figure 8 method embodiments, such as the electronic equipment 1000, which can be a vehicle control device or a chip in a vehicle control device. The electronic equipment 1000 can include components for performing the operations performed by the vehicle control device in the above method embodiments, and each component in the electronic equipment 1000 is respectively for implementing the operations performed by the vehicle control device in the above method embodiments.

[0286] In a possible implementation, the apparatus further includes a transceiver interface 1001.

[0287] The processor 1002 is specifically configured to acquire vehicle information of a first vehicle and environment perception information of the first vehicle through the transceiver interface 1001.

[0288] The transceiver interface 1001 and the at least one processor 1002 described in the present design perform steps, which can be referred to the implementation corresponding to the vehicle control device in the above Figure 4 , Figure 6 or Figure 8 method embodiments.

[0289] The technical effects brought by the implementation of the transceiver interface 1001 and the at least one processor 1002 described in the present design can be referred to the implementation corresponding to the vehicle control device in the above Figure 4 , Figure 6 or Figure 8The technical effect of the method embodiment is introduced.

[0290] For the case that the vehicle control device 14 described above can be a chip or a chip system, refer to Figure 11 The structural schematic diagram of the chip is shown.

[0291] As Figure 11 The chip 110 includes a processor 1101 and an interface 1102. The number of the processor 1101 can be one or more, and the number of the interface 1102 can be multiple. It should be noted that the functions of the processor 1101 and the interface 1102 can be realized by hardware design, software design, or a combination of software and hardware, which is not limited here.

[0292] Optionally, the chip 110 can further include a memory 1103, which is used to store necessary program instructions and data.

[0293] In the present application, the processor 1101 can be used to call the implementation program of the vehicle control method provided by one or more embodiments of the present application in the vehicle control device from the memory 1103, and execute the instructions included in the program. The interface 1102 can be used to output the execution result of the processor 1101. In the present application, the interface 1102 can be specifically used to output various messages or information of the processor 1101.

[0294] The vehicle control method provided by one or more embodiments of the present application can refer to each embodiment described in the foregoing Figure 4 、 Figure 6 or Figure 8 , which will not be repeated here.

[0295] The processor in the embodiments of the present application can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), ready-to-program gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0296] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0297] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the above-mentioned... Figure 4 The method shown.

[0298] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can achieve the above-mentioned... Figure 4 The method shown.

[0299] This application also provides an intelligent driving device, which includes at least one vehicle control device 14, or electronic device 1000, or chip 110.

[0300] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, including vehicles with doors and wheels. This application embodiment does not limit this.

[0301] Optionally, the terminal is used to implement the above. Figure 4 , Figure 6 or Figure 8 The implementation method of the vehicle control device shown in the method embodiment corresponds to the implementation method of the vehicle control device shown in the figure.

[0302] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0303] It should be understood that the processing apparatus described above can be one chip. The units in the various apparatus embodiments described above and the electronic devices in the method embodiments correspond completely, and the corresponding steps are performed by the corresponding modules or units, for example, the communication unit (transceiver) performs the steps of receiving or sending in the method embodiments, and other steps except sending and receiving can be performed by the processing unit (processor). The functions of the specific units can refer to the corresponding method embodiments. The processor can be one or more.

[0304] It can be understood that the electronic device in the embodiments of the present application can perform part or all of the steps in the embodiments of the present application, and these steps or operations are only examples, and the embodiments of the present application can also perform other operations or various modifications of the operations. In addition, each step can be performed in a different order from the embodiments of the present application, and it is possible that not all operations in the embodiments of the present application are performed.

[0305] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented by other means. For example, the apparatus embodiments described above are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or components shown or discussed can be indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0306] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or they can be distributed on a plurality of network units. According to actual needs, some or all of the units can be selected to achieve the purpose of the embodiments of the present application.

[0307] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit.

[0308] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that make contributions or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk, and various media that can store program codes.

[0309] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the status information of the first door of the vehicle, wherein the range of motion of the first door at least partially overlaps with the range of rotation of the first wheel, and the status information includes motion status information or hovering status information. Based on the status information of the first door, the steering angle of the first wheel is controlled.

2. The method according to claim 1, characterized in that, The motion state information includes one or more of the following: The sliding direction, sliding speed, and maximum sliding amount of the first door.

3. The method according to claim 1 or 2, characterized in that, The hovering status information includes one or more of the following: Opening information, hovering position, and the location of the edge of the first door.

4. The method according to any one of claims 1-3, characterized in that, The status information includes motion status information; The step of controlling the steering angle of the first wheel of the vehicle based on the state information of the first door includes: Based on the motion state information, the first wheel is controlled to adjust to a first angle to avoid the movement range of the first door, wherein the first angle is less than or equal to a first angle threshold.

5. The method according to claim 4, characterized in that, The first angle is 0 degrees.

6. The method according to any one of claims 1-5, characterized in that, The control of adjusting the first wheel to the first angle includes: When at least a portion of the first wheel is in the overlapping area of ​​its range of motion, the first wheel is controlled to adjust to a first angle.

7. The method according to claim 4, characterized in that, The method further includes: Based on the motion state information, the first steering speed of the first wheel is determined. When the first wheel turns at the first steering speed, the motion trajectory of the first wheel and the motion trajectory of the first door do not coincide at the same time. The control of adjusting the first wheel to the first angle includes: Based on the first steering speed, the first wheel is controlled to adjust to the first angle.

8. The method according to claim 4, characterized in that, The control of adjusting the first wheel to the first angle includes: In the first time period, the first wheel is controlled to adjust to the first angle, and the starting time point of the first time period is earlier than the starting time point of the first door movement.

9. The method according to any one of claims 1-8, characterized in that, The method further includes: Obtain the closing information of the first car door, the closing information being used to indicate that the first car door has been closed; Based on the closure information, the first wheel of the vehicle is controlled to adjust to a second angle, which is the angle of the first wheel before adjustment based on the state information of the first door.

10. The method according to any one of claims 1-9, characterized in that, The status information includes hovering status information; The step of controlling the steering angle of the first wheel of the vehicle based on the state information of the first door includes: Based on the hovering state information, the steering angle of the first wheel of the vehicle is controlled to be less than or equal to a second angle threshold. The second angle threshold is the maximum steering angle of the first wheel obtained based on the hovering state information. The motion trajectory of the first wheel when it turns to the second angle threshold does not coincide with the hovering position of the first door.

11. The method according to any one of claims 1-10, characterized in that, The first door includes a sliding door.

12. The method according to any one of claims 1-11, characterized in that, The method further includes: Output the first prompt message, which is used to indicate the risk of interference between the first door and the first wheel.

13. The method according to any one of claims 1-12, characterized in that, The method further includes: Output a second prompt message, which is used to indicate that the interference risk has been resolved, or to indicate that the rotation parameters of the first wheel of the vehicle have been controlled, including rotation angle, rotation direction, and rotation angle limit.

14. The method according to any one of claims 1-13, characterized in that, The method further includes: Obtain a first request message, which is used to request the opening of the first vehicle door; After controlling the steering angle of the first wheel, a confirmation message is sent back, which is used to confirm that the first door is opened.

15. A vehicle control method, characterized in that, The method includes: Obtain the steering angle information of the vehicle's first wheel; Based on the steering angle information of the first wheel, the first sliding amount of the first door of the vehicle is controlled to be less than or equal to the maximum sliding amount threshold. The maximum sliding amount threshold is related to the steering angle information of the first wheel, and the range of motion of the first door at least partially overlaps with the range of rotation of the first wheel.

16. The method according to claim 15, characterized in that, The first wheel is the left-side wheel, the first door is the left-side door, and when the first wheel deflects to the left, the maximum slip threshold is a first value; when the first wheel deflects to the right, the maximum slip threshold is a second value, where the first value is less than the second value; or... The first wheel is the right wheel, the first door is the right door, and when the first wheel deflects to the left, the maximum slip threshold is a third value; when the first wheel deflects to the right, the maximum slip threshold is a fourth value; the third value is greater than the fourth value.

17. The method according to claim 15 or 16, characterized in that, The method further includes: Receive a forced start command; In response to the forced opening command, the first door is controlled to open to the maximum mechanical opening degree.

18. The method according to claim 17, characterized in that, The forced activation command is triggered by any of the following methods: Multiple trigger signals for the first door handle were detected within a preset time window; The user's operation on the first button for the first car door was detected; The vehicle is identified as being in a risky scenario, including a potential collision.

19. A vehicle control method, characterized in that, The method includes: The status information of the vehicle's first door and the steering angle information of the vehicle's first wheel are obtained. The range of motion of the first door and the range of rotation of the first wheel at least partially overlap. The status information includes motion status information or hovering status information. Based on the status information and the steering angle information, a first control command is output; The first control command is used to control the steering angle of the first wheel to avoid the movement range of the first door, and / or to control the first sliding amount of the first door to be less than or equal to a maximum sliding amount threshold, the maximum sliding amount threshold being related to the steering angle information of the first wheel.

20. The method according to claim 19, characterized in that, Based on the status information and the steering angle information, the first control command is output, including: Based on the status information and the steering angle information, the first priority of the first door and the second priority of the first wheel are determined; When the first priority is higher than the second priority, the first control command is used to control the steering angle of the first wheel; When the second priority is higher than the first priority, the first control command is used to control the first sliding amount of the first door to be less than or equal to the maximum sliding amount threshold.

21. A vehicle control device, characterized in that, Includes units for performing the method as described in any one of claims 1 to 14.

22. A vehicle control device, characterized in that, Includes units for performing the method as described in any one of claims 15 to 18.

23. A vehicle control device, characterized in that, Includes units for performing the method as described in any one of claims 19 or 20.

24. A vehicle control device, characterized in that, Includes a processor for performing the method as described in any one of claims 1 to 20.

25. A chip, characterized in that, It includes logic circuits and interfaces, wherein the logic circuits and the interfaces are coupled; The interface is used for inputting and / or outputting information, and the logic circuit is used for performing the method as described in any one of claims 1 to 20.

26. A terminal, characterized in that, This includes the vehicle control device as claimed in claim 21, or the vehicle control device as claimed in claim 22, or the vehicle control device as claimed in claim 23, or the vehicle control device as claimed in claim 24, or the chip as claimed in claim 25.

27. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1 to 20.

28. A computer program product, characterized in that, The computer program product includes a computer program, which, when executed, performs the method as described in any one of claims 1 to 20.

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