Trajectory-based vehicle safety control method and vehicle

Abstract

The application provides a trajectory-based vehicle safety control method and vehicle, which can be applied to the technical fields of vehicle control, automatic driving, intelligent auxiliary driving, intelligent mine and the like. The trajectory-based vehicle safety control method comprises the following steps: generating a first region matched with a driving trajectory of a first vehicle in a target region based on the driving trajectory, wherein at least a second vehicle can drive in the first region, and the second vehicle is used for driving following the first vehicle; and sending position information of the first region to a third vehicle driving in the target region, so that the third vehicle performs driving control on the first region, wherein the first region is located in the target region.

Description

Technical Field

[0001] This application relates to the technical fields of vehicle control, autonomous driving, intelligent assisted driving and smart mining, and more specifically, to a trajectory-based vehicle safety control method and vehicle. Background Technology

[0002] With the rapid development of vehicle control technology, the use of autonomous vehicles for operations has been gradually applied in various fields, such as the use of unmanned shuttle buses in logistics parks and unmanned mining trucks in smart mines.

[0003] In realizing the concept of this application, the inventors discovered at least the following problems in the related technology: In some scenarios, autonomous vehicles and manually driven vehicles may coexist in the same area, such as when a manually driven vehicle is performing inspection, maintenance, or other operations within the area. In this area, the manually driven vehicle may not be detected by the autonomous vehicle in a timely manner, leading to safety hazards in the area. Summary of the Invention

[0004] In view of this, this application provides a trajectory-based vehicle safety control method and a vehicle.

[0005] The first aspect of this application provides a trajectory-based vehicle safety control method, comprising: generating a first region matching the driving trajectory of a first vehicle in a target region, wherein at least a second vehicle is capable of driving within the first region, and the second vehicle is used to follow the first vehicle; and sending the location information of the first region to a third vehicle driving in the target region, so that the third vehicle performs driving control for the first region, wherein the first region is located in the target region.

[0006] A second aspect of this application also provides a trajectory-based vehicle safety control method, comprising: upon receiving location information of a first area that matches the driving trajectory of a first vehicle, controlling a third vehicle to perform driving control in the first area; wherein at least a second vehicle is capable of driving within the first area, the second vehicle is used to follow the first vehicle, and the first area is located in a target area.

[0007] A third aspect of this application provides a vehicle comprising: one or more processors; and a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the trajectory-based vehicle safety control method described above.

[0008] A fourth aspect of this application provides a trajectory-based vehicle safety control device, comprising: a region generation module, configured to generate a first region matching the driving trajectory of a first vehicle in a target region, wherein at least a second vehicle is capable of driving within the first region, and the second vehicle is used to follow the first vehicle; and a transmission module, configured to transmit the location information of the first region to a third vehicle driving in the target region, so that the third vehicle performs driving control over the first region, wherein the first region is located in the target region.

[0009] The fifth aspect of this application provides a trajectory-based vehicle safety control device, comprising: a driving control module, configured to control a third vehicle to perform driving control in the first area upon receiving location information of a first area that matches the driving trajectory of a first vehicle; wherein at least a second vehicle is capable of driving within the first area, the second vehicle is used to follow the first vehicle, and the first area is located in a target area.

[0010] A sixth aspect of this application provides a computer-readable storage medium storing computer-executable instructions that, when executed, implement the method described above.

[0011] The seventh aspect of this application provides a computer program product including computer-executable instructions that, when executed, implement the method described above.

[0012] In the embodiments of this application, a first region matching the driving trajectory of the first vehicle in the target area is determined, and the location information of the first region is sent to the third vehicle. This allows the third vehicle to indirectly control the vehicles (at least the second vehicle) driving within the first region by controlling the driving within the first region, thereby improving the safety between the vehicles driving within the first region and the third vehicle within the target area. Furthermore, this embodiment eliminates the need to install communication terminal equipment on the vehicles driving within the first region, reducing security maintenance costs in mixed-system scenarios. Attached Figure Description

[0013] The above and other objects, features and advantages of this application will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0014] Figure 1 An exemplary architecture of a trajectory-based safety control method and apparatus according to embodiments of this application is shown.

[0015] Figure 2A A flowchart of a trajectory-based safety control method according to an embodiment of this application is shown.

[0016] Figure 2BA scenario diagram illustrating the trajectory-based safety control method according to an embodiment of this application is shown.

[0017] Figure 2C A scene diagram illustrating a third vehicle traversing a first area is shown in an embodiment of this application.

[0018] Figure 3A A scene diagram illustrating the determination of a first region according to a first embodiment of this application is shown.

[0019] Figure 3B A scene diagram illustrating the determination of a first region according to a second embodiment of this application is shown.

[0020] Figure 3C A scene diagram illustrating the determination of a first region according to a third embodiment of this application is shown.

[0021] Figure 4 The illustration shows a scenario diagram of a safety control method for a work area according to an embodiment of this application.

[0022] Figure 5 A flowchart of a trajectory-based vehicle safety control method according to another embodiment of this application is shown.

[0023] Figure 6 A block diagram of an electronic device suitable for implementing a trajectory-based vehicle safety control method according to an embodiment of this application is shown. Detailed Implementation

[0024] The embodiments of this application will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of this application. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of this application for ease of explanation. However, it will be apparent that one or more embodiments may be implemented without these specific details. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of this application.

[0025] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0026] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0027] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0028] In the embodiments of this application, the collection, updating, analysis, processing, use, transmission, provision, disclosure, and storage of data (e.g., including but not limited to user personal information) comply with relevant laws and regulations, are used for legitimate purposes, and do not violate public order and good morals. In particular, necessary measures have been taken to prevent unauthorized access to user personal information data and to maintain user personal information security, network security, and other security. In the embodiments of this application, user authorization or consent has been obtained before acquiring or collecting any type of information required by the user.

[0029] The coexistence of autonomous and human-driven vehicles in the same area can be collectively referred to as a mixed scenario. In related technologies, human-driven vehicles may be temporary entrants to the area, unable to communicate with autonomous vehicles. Consequently, the autonomous vehicles cannot promptly perceive the human-driven vehicle's location, potentially leading to collisions. Alternatively, human-driven vehicles may be pre-designated functional vehicles for the area, such as those performing inspections, maintenance, escorts, or patrols. These vehicles may also lack communication capabilities with autonomous vehicles, further posing a collision risk. Furthermore, installing corresponding communication terminal equipment for each temporary or functional vehicle entering the area not only incurs high hardware installation and software debugging costs but also delays the entry of human-driven vehicles into the area, thus impacting their operational efficiency.

[0030] Therefore, embodiments of this application provide a trajectory-based vehicle safety control method and a vehicle. The trajectory-based vehicle safety control method includes: generating a first region matching the driving trajectory of a first vehicle in a target region, wherein at least a second vehicle is capable of driving within the first region, and the second vehicle is used to follow the first vehicle; and sending the location information of the first region to a third vehicle driving in the target region, so that the third vehicle performs driving control over the first region, wherein the first region is located within the target region.

[0031] In the embodiments of this application, a first region matching the driving trajectory of the first vehicle in the target area is determined, and the location information of the first region is sent to the third vehicle. This allows the third vehicle to indirectly control the vehicles (at least the second vehicle) driving within the first region by controlling the driving within the first region, thereby improving the safety between the vehicles driving within the first region and the third vehicle within the target area. Furthermore, this embodiment eliminates the need to install communication terminal equipment on the vehicles driving within the first region, reducing security maintenance costs in mixed-system scenarios.

[0032] Figure 1 An exemplary architecture of the trajectory-based safety control method and apparatus according to embodiments of this application is shown. It should be noted that... Figure 1 The examples shown are merely examples of system architectures that can be applied to the embodiments of this application, in order to help those skilled in the art understand the technical content of this application, but do not mean that the embodiments of this application cannot be used in other devices, systems, environments or scenarios.

[0033] like Figure 1 As shown, the system architecture 100 according to this embodiment may include a first vehicle 101, a second vehicle 102, a third vehicle 103, a network 104, and a server 105. The first vehicle 101 and the third vehicle 103 can communicate with each other through the network 104; alternatively, both the first vehicle 101 and the third vehicle 103 can communicate with the server 105 through the network, and indirectly communicate with each other through the server 105. For example, the first vehicle 101 sends information to the server 105 through the network 104, and the server 105 sends the aforementioned information or processed information to the third vehicle 103 through the network 104. In other embodiments, the first vehicle 101 and the third vehicle 103 can also indirectly interact through roadside equipment. The above three communication modes can be respectively referred to as vehicle-to-vehicle (V2V) communication technology, vehicle-to-infrastructure (V2I) communication technology, and vehicle-to-network (V2I) communication technology.

[0034] The second vehicle 102 is a vehicle that does not communicate with the first vehicle 101 or the third vehicle 103 through the network 104. For example, the second vehicle 102 may be a vehicle that does not communicate directly with the first vehicle 101 or the third vehicle 103, or it may be a vehicle that supports communication with the server 105, but does not communicate with the first vehicle 101 or the third vehicle 103 based on the configuration of the server 105.

[0035] In some embodiments, the first vehicle 101 may be equipped with a terminal device that supports communication with the third vehicle 103, while the second vehicle 102 is not equipped with a terminal device that supports communication with the third vehicle 103. The third vehicle 103 is equipped with a terminal device that supports communication with the first vehicle 101.

[0036] Server 105 can be a server that provides various services. For example, Server 105 can be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system. It solves the shortcomings of traditional physical hosts and VPS (Virtual Private Server) services, such as high management difficulty and weak business scalability.

[0037] The trajectory-based safety control method provided in this application embodiment can be executed by a first vehicle 101 or a third vehicle 103. For example, the first vehicle 101 can generate a first region matching the driving trajectory of the first vehicle in the target area, and send the location information of the first region to the third vehicle 103 driving in the target area, so that the third vehicle 103 can perform driving control for the first region. Alternatively, upon receiving the location information of the first region matching the driving trajectory of the first vehicle, the third vehicle 103 can control the third vehicle 103 to perform driving control for the first region.

[0038] It should be understood that Figure 1 The number of the first vehicle, second vehicle, third vehicle, network, and server shown is merely illustrative. Any number of vehicles, networks, and servers can be used depending on implementation needs.

[0039] Figure 2A A flowchart illustrating a trajectory-based safety control method according to an embodiment of this application is shown. Figure 2A As shown, the trajectory-based safety control method includes operations S210~S220.

[0040] In operation S210, a first region matching the driving trajectory of the first vehicle in the target area is generated.

[0041] In operation S220, the location information of the first area is sent to a third vehicle traveling in the target area so that the third vehicle can perform driving control for the first area.

[0042] The first and second vehicles can be vehicles that support manual driving mode, and the third vehicle can be a vehicle that supports autonomous driving mode or driverless driving mode. Manual driving mode refers to the mode in which driving decisions are made manually, autonomous driving mode refers to the mode in which a driver is present and driving decisions are made manually or automatically, and driverless driving mode refers to the mode in which no driver is present and driving decisions are made automatically.

[0043] The target area can be an area where vehicles are operating in driverless and / or autonomous driving modes, and in this target area, a third vehicle can operate in driverless or autonomous driving modes.

[0044] For example, the target area could be an unmanned mining area, the third vehicle could be an unmanned mining truck, which could operate in unmanned driving mode within the unmanned mining area. The first and / or second vehicles could both operate in manually driven mode within the unmanned mining area. The operations performed by the first, second, and / or third vehicles could be the same or different. For example, the first or second vehicle could perform multiple operations supported by the third vehicle, such as mining, loading, transportation, and unloading, or the three types of vehicles could be used in mixed operations. Alternatively, the first and second vehicles could also perform operations not supported by the third vehicle, such as maintenance, testing, and inspection, to achieve safe maintenance of the unmanned mining area.

[0045] Alternatively, the target area could be an unmanned logistics park, where the third vehicle can be a delivery vehicle that operates within the park, using drone-like driving mode to travel and work in the unmanned mining area. The first and / or second vehicles can be vehicles temporarily entering to pick up or store goods, or vehicles performing maintenance or other tasks on the third vehicle.

[0046] It should be noted that the target area and the operating scenarios of the three vehicles in this application embodiment are not limited to the aforementioned unmanned mining areas, unmanned logistics parks, etc., but may also include unmanned sightseeing areas, unmanned farms / pastoral / forest farms, unmanned container parks, etc. In the above scenarios, the first vehicle can serve as an escort vehicle for the second vehicle to ensure the safety of the escorted second vehicle traveling within the first area.

[0047] The driving trajectory refers to the path formed by the first vehicle traveling within the target area. This driving trajectory may only include the path within the target area. Alternatively, the driving trajectory may or may not include the path of the first vehicle before entering the target area and / or after leaving the target area, as long as the driving trajectory can clearly locate the movement of the first vehicle within the target area.

[0048] The first region is located within the target region and is typically a closed region. The first region matching the driving trajectory can be understood as a region generated based on the driving trajectory. The first region can have various generation methods and shapes, as long as it is generated based on the driving trajectory. For example, operations such as envelope, fitting, and boundary expansion can be performed on the driving trajectory to generate the first region.

[0049] In some embodiments, the first area includes at least a portion of the driving trajectory. For example, during the period when the first vehicle first enters the target area, the driving trajectory of the first vehicle in the target area is relatively short, and the first area may include the entire driving trajectory; after the first vehicle has been driving in the target area for a period of time, the driving trajectory is longer or may even be more chaotic, then the first area may include a portion of the driving trajectory, such as the most recent portion of the driving trajectory, the portion of the driving trajectory that intersects, the driving trajectory that is passed most frequently, etc.

[0050] The driving trajectory changes as the first vehicle moves, and the first area that matches the driving trajectory can be dynamically changing.

[0051] At least a second vehicle is capable of traveling within the first area, and the second vehicle is used to follow the first vehicle. In this embodiment, the second vehicle may follow the first vehicle under manual control without communicating with the first and third vehicles. "At least a second vehicle" includes at least one second vehicle capable of traveling within the first area, and / or other vehicles besides the second vehicle also capable of traveling within the first area. "The second vehicle following the first vehicle" can mean traveling with the first vehicle as the target or with any vehicle in a convoy including the first vehicle as the target.

[0052] The location information of the first region refers to information indicating the location of the first region, such as the center point, boundary locations, and dimensions of the first region. The first vehicle can transmit the location information of the first region to the third vehicle via V2V, V2I, V2N, or other methods.

[0053] Driving control can include various operations such as rerouting, decelerating and detouring, stopping, avoiding collisions, boundary prohibition, following, and obstacle avoidance. Given that the second vehicle is traveling within the first area and its location information is sent to the third vehicle, the third vehicle can treat the first area as equivalent to the second vehicle's location. This allows it to avoid collision risks with the second vehicle by controlling driving within the first area when it cannot obtain the second vehicle's location through communication.

[0054] In the embodiments of this application, a first region matching the driving trajectory of the first vehicle in the target area is determined, and the location information of the first region is sent to the third vehicle. This allows the third vehicle to indirectly control the vehicles (at least the second vehicle) driving within the first region by controlling the driving within the first region, thereby improving the safety between the vehicles driving within the first region and the third vehicle within the target area. Furthermore, this embodiment eliminates the need to install communication terminal equipment on the vehicles driving within the first region, reducing security maintenance costs in mixed-system scenarios.

[0055] Figure 2BA scenario diagram illustrating the trajectory-based safety control method according to an embodiment of this application is shown. Figure 2B As shown, a first region A1 matching the first vehicle 101's first driving trajectory S1 within the target region 200 can be generated. The second vehicle 102 follows the first vehicle 101 within the first region A1. Furthermore, a third vehicle 103 is also traveling within the target region 200. After the first vehicle 101 sends the location information of the first region A1 to the third vehicle 103, the third vehicle 103 controls its movement within the first region A1, preventing the second vehicle 102 from colliding with the third vehicle 103.

[0056] According to embodiments of this application, both the first vehicle and the second vehicle are capable of driving within the first area. For example... Figure 2B As shown, the first region determined based on the first driving trajectory S1 can also be A1 and Figure 2B The area formed by the dashed line A2 is such that both the first and second vehicles can drive within this area. This allows the third vehicle to control the first and second vehicles simultaneously when controlling the first area, eliminating the need to control the first vehicle separately based on its location information. This reduces the computational overhead of controlling both the first vehicle and the first area at the same time.

[0057] The first zone can be considered a dynamic escort and protection zone, and this first zone is a no-entry zone for third vehicles.

[0058] Furthermore, the first area treats the first and second vehicles as a whole, and the third vehicle can regard the two as a dynamic target, thereby achieving mutual isolation between the manned first and second vehicles and the unmanned third vehicle, thus avoiding the situation where the third vehicle weaves between the first and second vehicles, and thus avoiding the safety hazard of the second vehicle losing its following target (the first vehicle) due to the aforementioned weaving.

[0059] In other embodiments, the driving control of the third vehicle also includes crossing the first area. For example, the third vehicle may cross the first area when a second vehicle is traveling in the first area, or when both the first and second vehicles are traveling in the first area simultaneously.

[0060] During the process of receiving location information from the first area and performing driving control, the third vehicle may send a crossing request to the first vehicle to cross the first area. Upon receiving the crossing request, the first vehicle determines whether to permit the third vehicle to cross the first area. If permission is granted, the first vehicle sends a crossing permission command to the third vehicle, allowing the third vehicle to cross the first area according to the received command. It is understood that when a crossing permission command is sent to the third vehicle, the first vehicle can proceed normally or perform corresponding operations to avoid collisions between the third vehicle and other vehicles within the first area while the third vehicle is crossing.

[0061] In one specific embodiment, the third vehicle may send a crossing request if the positional relationship between the third vehicle and the first area meets the conditions; the first vehicle may automatically determine whether to allow the third vehicle to cross the first area based on the aforementioned positional relationship, or determine whether to allow the third vehicle to cross the first area based on the user's interactive operation on the terminal device.

[0062] The positional relationship that allows a third vehicle to cross the first area may include at least one of the following: the path length and / or time required for the third vehicle to cross the first area from its current position to reach the target point is less than the path length and / or time required to detour. Alternatively, the third vehicle's current position is at a preset position in the first area, such that if the third vehicle is driving normally from its current position and crossing the first area, the path across the first area passes through a safe distance segment between vehicles in the first area.

[0063] Figure 2C A scene diagram illustrating a third vehicle traversing a first area, as shown in an embodiment of this application, is illustrated. Figure 2C As shown, the extent of the first region at time t0 is indicated by the solid line box in the figure. As the first garage moves vertically, the extent of the second region at time t1 is indicated by the dashed line box in the figure (the size of the first region remains unchanged between time t0 and time t1; the widened dashed line box is only used to distinguish the first region at the two times). The positions of the first vehicle 101, the second vehicle 102, and the third vehicle 103 at time t0 are shown by the solid lines, while the dashed lines represent the positions of the three vehicles at time t1 after the movement from time t0 to t1. Figure 2C As shown, if the third vehicle 103 does not collide with the first vehicle 101 and the second vehicle 102 in the first area when it crosses the first area between t0 and t1, that is, it crosses the safe distance between the two, then at t0 the third vehicle 103 can send a crossing request to the first vehicle 101 and cross the first area with the permission of the first vehicle 101.

[0064] Conversely, if the first vehicle does not allow the third vehicle to cross the first area, the first vehicle can send a prohibition command to the third vehicle, so that the third vehicle can take driving control based on the received prohibition command. For example, the third vehicle can replan its route or take actions such as stopping or braking based on the prohibition command.

[0065] In this embodiment, the passage permission command obtained through communication between the third vehicle and the first vehicle allows the third vehicle to pass through the first area. This enables better driving control for the three types of vehicles and optimizes driving efficiency under a safe scenario where controllable passage is guaranteed.

[0066] According to an embodiment of this application, a first region matching the driving trajectory of a first vehicle in a target area is generated, including: taking the current trajectory point of the first vehicle in the target area as the endpoint, determining a trajectory segment of target length from the driving trajectory formed by the first vehicle reaching the current trajectory point; and generating a first region matching the driving trajectory based on the trajectory segment and region size parameters.

[0067] The target area may include multiple trajectory points of the first vehicle. The most recent trajectory point among these multiple trajectory points is the current trajectory point. The multiple trajectory points, arranged in order of travel time, form the travel trajectory of the first vehicle to the current trajectory point. Each trajectory point of the first vehicle may include vehicle location information and / or elevation information of the current location.

[0068] During the movement of the first vehicle, one endpoint of its trajectory is the starting trajectory point, and the other endpoint is the current trajectory point. Considering that the second vehicle follows the first vehicle, the distance between the second and first vehicles is usually not too far. Therefore, the trajectory segment used to generate the first region is obtained by cutting off the target length of the trajectory with the current trajectory point as the endpoint.

[0069] It is understandable that the current trajectory point is relative to a given time. The current trajectory point changes continuously as the first vehicle moves. Therefore, the trajectory segment with the current trajectory point as its endpoint also changes continuously as the first vehicle moves. Thus, both the trajectory segment and the first region formed based on the trajectory segment are dynamically changing.

[0070] The region size parameter is used to limit the size of the generated first region. It can be a predetermined value or determined based on the vehicle parameters of at least one of the first, second, and third vehicles. Similarly, the target length can be a predetermined value or determined based on actual conditions.

[0071] In this embodiment, the trajectory segment of the target length and the region size parameter can be used as two dimensions to generate a closed first region. There are multiple ways to combine the two to generate the first region.

[0072] Figure 3AA scene diagram illustrating the determination of a first region according to a first embodiment of this application is shown. Figure 3A As shown, in the first embodiment, taking the second driving trajectory S2 as an example, the current trajectory point of the first vehicle at time t1 is B1. Taking the current trajectory point B1 as the endpoint, a trajectory segment of target length D1 is extracted from the second driving trajectory S2, and a first region A31 relative to time t1 is formed based on this trajectory segment and the region size parameters. In this embodiment, the first region A31 may include a trajectory segment of target length D1 with the current trajectory point B1 as the endpoint.

[0073] In the embodiments of this application, the trajectory segment determined based on the current trajectory point of the first vehicle can reflect the real-time driving trajectory of the first vehicle, which is more in line with the actual scenario of the second vehicle following. Therefore, generating the first region with the trajectory segment and region size parameters can improve the accuracy of defining the driving area of ​​the second vehicle, thereby improving the safety of subsequent driving control of the first region.

[0074] According to an embodiment of this application, for a first region generated with multiple different trajectory points within a target area as endpoints, at least two of the first regions have different shapes.

[0075] Figure 3B A scene diagram illustrating the determination of a first region according to a second embodiment of this application is shown. Figure 3B As shown, in the second embodiment, the current trajectory points of the first vehicle at times t1, t2, and t3 are B1, B2, and B3, respectively. The first regions of target length D1 intercepted from the second driving trajectory S2 using the current trajectory points at each of these times as endpoints are A31, A32, and A33, respectively. The shapes of the first regions generated with the current trajectory points B1 and B2 are the same, while both are different from the shape of the first trajectory generated with the current trajectory point B3. The shapes of the multiple first regions dynamically change with the changes in the current trajectory points at different times.

[0076] According to an embodiment of this application, the region size parameter includes the region trajectory width and / or the size of a preset shape centered on each trajectory point in the trajectory segment; based on the trajectory segment and the preset size parameter, a first region matching the driving trajectory is generated, including at least one of the following: forming a first region with the trajectory segment as the center line and the region trajectory width as the width; combining the preset shapes centered on each trajectory point in the trajectory segment to obtain the first region.

[0077] The width of the region trajectory is the width of the first region perpendicular to the tangent direction at each point in the trajectory segment. In a specific embodiment, such as... Figure 3AAs shown, the first region is the area covered by extending half the width of the trajectory segment on each side along a direction perpendicular to the tangent to the center line, with the trajectory segment as the center line as the center line. It can be understood that the first region generated in this way can be considered a dynamic strip-shaped region.

[0078] The preset shape can be a variety of geometric shapes, such as squares, circles, rectangles, etc. The preset shape can have one or more dimensions; for example, a square includes its side length, a circle includes its radius or diameter, and a rectangle includes its length and width. If the region size parameters include the dimensions of the preset shape centered on each trajectory point in the trajectory segment, the aforementioned region size parameters can be associated with the preset shape.

[0079] Figure 3C A scene diagram illustrating the determination of a first region according to a third embodiment of this application is shown. Figure 3C As shown, the third embodiment still uses the second driving trajectory S2 as an example. This embodiment uses a circle as the preset shape. The trajectory segment includes five trajectory points: B1, B4, B5, B6, and B7. Five circles are formed with each trajectory point as the center and the area size parameter as the radius (e.g., 10m). Figure 3C The dashed circle in the diagram. The region covered by the union of multiple circles is the first region A34.

[0080] For example, by Figure 3A The first area generated by the first embodiment may only have a second vehicle traveling in it. Figure 3B The second embodiment generates a second region that can accommodate at least a second vehicle (and may also accommodate a first vehicle). It is understood that the method of generating the first region in this embodiment is not limited to the above method. For example, in the case where a region is formed with the trajectory segment as the center line and the width of the region trajectory as the width, a region adapted to the size of the first vehicle can be added on one side of the current trajectory point along the driving direction, thereby obtaining a first region where both the first and second vehicles can travel.

[0081] In the embodiments of this application, for a given trajectory segment, by employing multiple region size parameters and multiple methods for generating the first region, the first region formed based on the trajectory segment and region size parameters can be flexibly adapted to multiple scenarios.

[0082] According to embodiments of this application, the target length is determined based on the number of second vehicles; and / or, the area size parameter is determined by at least one of the following parameters: motion control parameters of the first vehicle; communication quality parameters of the first vehicle and / or the third vehicle; and environmental parameters of the target area.

[0083] If there is one second vehicle, it can directly follow the first vehicle. If there are multiple second vehicles, the first vehicle can act as the lead vehicle in the convoy, and the multiple second vehicles follow the first vehicle in a sequential manner. For example, the first second vehicle directly follows the first vehicle, the second vehicle follows the first second vehicle and thus indirectly follows the first vehicle, and so on if there are more second vehicles. In this case, the target length of the intercepted trajectory segment is related to the number of second vehicles that need to travel within the first area. Therefore, the target length can be determined based on this number to ensure that the generated first area can accommodate all the second vehicles and avoid safety hazards caused by the inability to accommodate all the second vehicles.

[0084] For example, the target length is proportional to the number of second vehicles. The more second vehicles there are, the longer the multiple second vehicle columns follow the first vehicle. In order to ensure that the generated first area can accommodate all the second vehicles, a longer target length can be adaptively determined, thereby improving the safety of vehicle driving within the target area.

[0085] Motion control parameters are used to control the movement of vehicles and include, but are not limited to, at least one of the following: speed, acceleration, angular velocity, heading angle, steering curvature, etc. The motion control parameters of the first vehicle affect the motion state of the first vehicle, thereby affecting the following safety of the second vehicle and the first region determined based on the safety angle. Therefore, the region size parameters can be determined according to the motion control parameters.

[0086] For example, the area size parameter is proportional to the speed of the first vehicle indicated by the motion control parameters. The greater the speed of the first vehicle, the greater the safety distance reserved between multiple vehicles to ensure driving safety between the second vehicles and between the second vehicle and the first vehicle. Therefore, the larger the area size parameter (e.g., the larger the area trajectory width and / or the size of the preset shape), the better the safety of vehicle driving within the target area.

[0087] Communication quality parameters characterize the communication quality between the vehicle and other devices, including but not limited to at least one of the following: communication latency, data packet loss rate, signal-to-noise ratio, signal strength, transmission bandwidth, and communication link jitter rate. In this embodiment, the first vehicle and the third vehicle need to communicate directly or indirectly to synchronize the location information of the first area. If the communication quality between the two is poor, the third vehicle will find it difficult to quickly and accurately determine the real-time changing first area, thus posing a security risk. Therefore, the area size parameter can be determined based on the communication quality parameters.

[0088] For example, the region size parameter is inversely proportional to the communication quality indicated by the communication quality parameter. The worse the communication quality indicated by the communication quality parameter of the first vehicle or the third vehicle, the longer it takes for the third vehicle to obtain the location information of the first region. During the interval when the location information is not obtained, the third vehicle is more likely to collide with vehicles in the first region. Therefore, a larger region size parameter will determine a larger first region, thereby increasing the actual distance between the third vehicle and the second vehicle in the first region, thus improving the safety of vehicle driving within the target region.

[0089] Environmental parameters are used to indicate the environment within the target area, including but not limited to at least one of the following: parameters related to the weather in the target area, and parameters related to the road surface in the target area. For example, parameters related to the road surface in the target area may include at least one of the following: road surface slipperiness, road surface debris, and road surface slope; parameters related to the weather in the target area may include at least one of the following: visibility, driving resistance, etc. In this embodiment, environmental parameters affect the safety of various vehicles driving within the target area. Therefore, to ensure vehicle driving safety while adapting to the environment, area size parameters can be determined based on environmental parameters.

[0090] For example, the vehicle braking effect is inversely proportional to the relationship between the area size parameter and the environmental parameter. Vehicle braking effects vary under various environmental parameters, thus these environmental parameters are related to vehicle braking performance. The worse the vehicle braking effect, the greater the safety distance required between multiple vehicles to ensure safe driving; therefore, a larger area size parameter is needed to improve vehicle safety within the target area.

[0091] For example, road surface wetness, road debris, driving resistance, and road slope are inversely proportional to vehicle braking performance, while visibility is directly proportional to vehicle braking performance. The wetter the road surface indicated by the wetness indicator, the longer the braking distance and the worse the braking effect. More road debris results in a bumpier ride, unstable tire contact pressure and friction, further reducing braking effectiveness. Greater driving resistance and road slope mean greater forces (wind resistance and potential energy) to overcome during braking, leading to poorer braking performance. Conversely, better visibility improves the vehicle's environmental perception accuracy, shortens braking reaction time, and enhances braking performance.

[0092] In the embodiments of this application, the target length and / or area size parameters are determined by utilizing the adaptiveness of parameters from multiple dimensions such as environment, vehicle control, and communication, so that the first area determined accordingly is more in line with the current scenario, thereby improving the accuracy and safety of the third vehicle performing driving control based on the location information of the first area.

[0093] According to an embodiment of this application, the method further includes: in response to receiving a trigger command for generating a first area, determining a driving trajectory based on at least one trajectory point of the first vehicle after the trigger command; wherein the trigger command is generated by user interaction with a terminal device located in the first vehicle, and / or, the trigger command is generated when the position of the first vehicle is within the target area.

[0094] The terminal device may be a device for enabling communication between the first vehicle and a third vehicle and / or a server, and the terminal device may be detachably installed in the first vehicle. The terminal device supports interaction with a user (such as the driver of the first vehicle). For example, the terminal device may include a touch-sensitive display screen, and the user's interaction may be a touch operation on the display screen.

[0095] For example, the terminal device's display screen can show information such as "Enable protection function?" or "Enable protection zone?" to prompt the user to trigger the aforementioned command. The user can confirm the activation of the protection function or protection zone by clicking on an interactive control on the display screen, thereby generating the trigger command.

[0096] A trigger command can be understood as an enable command that triggers the recording of trajectory points and generates a first region based on the recorded trajectory points. For example, the trigger command can be generated by the terminal device of the first vehicle and sent to the processor of the first vehicle; and / or, it can be triggered by the position detection device of the first vehicle itself and sent to the processor of the first vehicle. Thus, the first vehicle can generate a driving trajectory based on the trajectory points and generate a first region based on the driving trajectory.

[0097] The first trajectory point after the trigger command can be called the starting trajectory point, used to characterize the start of recording the driving trajectory. It is understood that at the moment the starting trajectory point is recorded, the current trajectory point coincides with the starting trajectory point; as the first vehicle continues to travel in the target area, the number of trajectory points recorded after the trigger command increases. For example, the curve formed by connecting at least one trajectory point and / or the curve after smoothing that curve can be used as the driving trajectory.

[0098] In one specific embodiment, if the first vehicle enters the target area, its own position detection device or terminal device automatically generates and sends a trigger command based on the vehicle's current position, thereby generating the first area. In another embodiment, if the first vehicle enters the target area, the user can trigger and send a trigger command through interactive operation to generate the first area. Alternatively, the user can trigger the generation of the first area from any location within the target area through interactive operation; the specific operation will not be described in detail here.

[0099] In this embodiment, by detecting whether the first vehicle automatically triggers and generates the first area only in the target area, or autonomously triggers and generates the first area through user interaction, it can flexibly adapt to various safety control requirements and expand the applicability of generating the first area and driving control for the first area in mixed programming scenarios.

[0100] It is understandable that, corresponding to triggering the first area, the system can also stop sending real-time determined location information of the first area to the third vehicle in response to receiving a closing command for closing the first area. The closing command is generated through user interaction with a terminal device installed in the first vehicle, and / or when the first vehicle moves out of the target area.

[0101] For example, the first vehicle is equipped with a terminal device, while the second vehicle may not be equipped with a terminal device. In this case, the above-mentioned trajectory-based safety control method is implemented only through the driving trajectory of a very small number of first vehicles equipped with terminal devices, thereby reducing the deployment cost of terminal devices.

[0102] According to an embodiment of this application, the method further includes: when a trigger instruction is generated by a user's interactive operation on a terminal device located in a first vehicle, determining the number of second vehicles in response to a user's operation to determine the number of terminal devices; and / or, the method further includes: adjusting the target length and / or region size parameters used to generate the first region in response to a user's adjustment operation on the terminal devices.

[0103] Since the second vehicle cannot communicate with the first and third vehicles, the driver of the first vehicle may not be able to determine the exact number of the second vehicles through inter-vehicle communication. Therefore, the first vehicle can not only autonomously generate trigger commands through user interaction, but also confirm the number through user interaction.

[0104] The adjustment operation can adjust the target length and / or area size parameters in multiple directions, such as increasing or decreasing the target length and / or area size parameters. The quantity determination operation can be an operation to lock the quantity of the second vehicle. For example, the quantity determination operation can be an operation in which the user manually checks and enters the quantity of the second vehicle, or it can be an interactive operation in which the quantity of the second vehicle is queried from the system or database.

[0105] The interaction methods for adjusting operations and determining quantities can include various forms such as clicking, double-clicking, long-pressing, inputting, and dragging.

[0106] For example, after determining the quantity of the second vehicle through a quantity determination operation, the user can trigger the generation of the aforementioned trigger command through interactive operations such as submission. In this case, the trigger command can include the quantity of the second vehicle, so that the first vehicle can directly determine the target length based on the quantity of the second vehicle, and then generate the first region based on the target length and other information. Similarly, after obtaining the adjusted target length and / or region size parameters through an adjustment operation, the user can trigger the generation of the aforementioned trigger command through interactive operations such as submission.

[0107] For example, if the first area is triggered and generated after the first vehicle enters the target area (or through user interaction), the user can perform adjustment operations on the terminal device at least in a part of the target area (or during a part of the target area) to flexibly adjust the target length and / or area size parameters.

[0108] In the embodiments of this application, through user quantity determination operations, adjustment operations, and other interactions, the number of second vehicles and other information used to generate the first area can be determined autonomously based on the user's actual needs, thereby flexibly adapting to various safety control requirements and expanding the applicability of generating the first area and performing driving control for the first area in mixed programming scenarios.

[0109] In some embodiments, the upper and / or lower limits of the adjustable target length and / or region size parameters can be constrained in advance.

[0110] According to an embodiment of this application, the second vehicle includes a work vehicle for performing a target work task in a work area of ​​a target area. The method further includes at least one of the following: when the first vehicle is located in the work area of ​​the target area, adjusting the number and / or area size parameters of the second vehicle, and generating an adjusted first area based on the adjusted number and / or area size parameters, so that when the first vehicle leaves the work area, the third vehicle performs driving control for the adjusted first area; when it is detected that the second vehicle traveling in the first area has left the first area, adjusting the first area to a second area with preset area size parameters, wherein the second vehicle has at least traveled out of the first area within the work area; when the first vehicle is located in the work area of ​​the target area, sending the driving trajectory and / or location information of the first vehicle to the third vehicle, so that when the first vehicle leaves the work area, the third vehicle performs driving control for the first vehicle.

[0111] Figure 4 A scenario diagram illustrating a safety control method for a work area according to an embodiment of this application is shown. For example... Figure 4As shown, both the first and second vehicles can travel within a first area determined by the first vehicle's trajectory. Through this dynamically changing first area, both vehicles can enter the work area while avoiding collisions with a third vehicle. Subsequently, the second vehicle can remain in the work area to perform its tasks, while the first vehicle leaves the work area. In this embodiment, the number of second vehicles traveling within the first area can change before and after entering and exiting the work area; therefore, the first area can also change before and after entering and exiting the work area.

[0112] In other embodiments, if the second vehicle completes its work in the work area, only the first vehicle may enter the work area, and both the first and second vehicles may exit the work area together. The first vehicle may then escort the second vehicle from the work area in the target area away from the entire target area. It is understood that only the first vehicle may enter and exit the work area. In the above embodiments, the number of second vehicles and / or the area size parameters can be adjusted. The following will use... Figure 4 Let's take an example to illustrate the adjustment process.

[0113] For example, the number and / or area size parameters of the second vehicle can be adjusted based on whether the first vehicle is located within the work area. For instance, if the first vehicle is within the work area, the number and / or area size parameters of the second vehicle can be manually adjusted by the user through adjustments made via a terminal device. This adjustment can be performed by the user at any point within the work area, whether the vehicle is entering, exiting, or about to leave the work area. Alternatively, the adjustment of the number and / or area size parameters of the second vehicle can be automatically triggered by automatically detecting whether the first vehicle is within the work area. For example, this adjustment can be automatically triggered when the first vehicle enters the work area, stays within the work area for more than a certain time, or is approaching the edge of the work area and about to leave.

[0114] Subsequently, an adjusted first area can be generated based on the adjusted quantity and / or area size parameters, so that the third vehicle can perform driving control over the adjusted first area if the first vehicle leaves the work area. In this embodiment, the adjusted quantity and / or area size parameters can correspond to the second vehicle remaining after leaving the work area.

[0115] For example, the number of second vehicles and / or the area size parameters can be adjusted based on whether the second vehicle has left the first area. If the second vehicle leaves the first area, the current coverage of the first area is larger than the actual escort area required. Therefore, the first area can be adjusted to the second area. This adjustment can be triggered by user and terminal device adjustments or by automatic detection (e.g., a ranging device installed on the first vehicle detects that the distance to the second vehicle exceeds the range of the first area, determining that the second vehicle has left the first area). There can be multiple preset area size parameters, each corresponding to the number of second vehicles. If all second vehicles have left the first area, the preset area size parameters can be the size covering the first vehicles.

[0116] In the two specific embodiments described above, regardless of the number of vehicles in the first area or the size of the first area, the third vehicle can perform driving control in the first area.

[0117] Unlike the two specific embodiments described above, when the second vehicle remains in the work area and the first vehicle leaves the work area, the generation of the first area can be cancelled or the location information of the first area can be stopped from being sent to the third vehicle. Instead, the driving trajectory and / or location information of the first vehicle can be directly sent to the third vehicle, allowing the third vehicle to directly control the driving of the first vehicle. Alternatively, if the second vehicle traveling in the first area is detected to have left the first area, the driving trajectory and / or location information of the first vehicle can be sent to the third vehicle, allowing the third vehicle to directly control the driving of the first vehicle.

[0118] In the embodiments of this application, by considering the entry / exit relationship between the first vehicle and the second vehicle and the work area, the first area can be adjusted through multiple judgment methods and multiple adjustment methods to flexibly adapt to various safety control requirements and expand the applicability of the third vehicle for driving control in mixed scenarios.

[0119] Understandably, to ensure the safety of the first vehicle as it passes through the target area before escorting the second vehicle into or after it leaves the work area, quantity adjustment operations outside the work area may not be supported. For example, if the user performs an adjustment operation on the terminal device when the first vehicle is not located in the work area of ​​the target area, an error message will be generated to remind the user that the second vehicle being escorted has not entered the work area and adjustment of the first area is not allowed.

[0120] Optionally, the method further includes: the first vehicle receiving a request from the fourth vehicle to join its fleet, the request requesting to become a following vehicle of the first vehicle, the request carrying at least one of the following information: vehicle number, vehicle parameter information (e.g., minimum turning radius, wheel braking capacity, etc.), vehicle joining position information (the fourth vehicle can choose a joining position), etc.; the first vehicle adjusting the shape of the first area according to the request information to support the joining of the fourth vehicle. Optionally, the first vehicle waiting at the waiting position corresponding to the fourth vehicle's joining position, or planning a path to pass near the fourth vehicle's joining position, according to the vehicle joining position information carried by the fourth vehicle.

[0121] Optionally, the shape of the first region can be adjusted based on the attributes of the following vehicle or the vehicle to be followed. For example, the first vehicle can obtain at least one of the following vehicle's minimum turning radius and the vehicle's wheel braking capacity to adjust the curvature or length of the first region.

[0122] Optionally, a third vehicle initiates a crossing request to the first vehicle. This request includes an estimated crossing time, an estimated start time, and the size of the space to be crossed. The first vehicle adjusts its speed and outputs a warning message (e.g., a light, such as a red light with a specific flashing frequency). Vehicles within the first area receive this warning message, interpret it, determine other vehicles' crossing requests, and obtain relevant time and spatial information. Based on this information, they increase their following distance from the first vehicle until the third vehicle has crossed, at which point they reduce their following distance back to the original distance. Optionally, if multiple second vehicles exist within the first area, the second vehicle closest to the first vehicle begins parsing the information output by the lead vehicle and transmits this information (e.g., a red light with a specific flashing frequency) to the following vehicles, ensuring that all following vehicles receive the information.

[0123] Preferably, the third vehicle traverses the space between the first vehicle and the second vehicle immediately following the first vehicle.

[0124] Figure 5 A flowchart illustrating another embodiment of the trajectory-based vehicle safety control method of this application is shown. Figure 5 As shown, the trajectory-based vehicle safety control method applied to the third vehicle includes operation S510, which, upon receiving location information of a first area that matches the driving trajectory of the first vehicle, controls the third vehicle to perform driving control for the first area; wherein, at least the second vehicle is able to drive within the first area, and the first area is located in the target area.

[0125] In this embodiment, the first region can be determined by the operation S210 above, and sent from the first vehicle to the third vehicle by the operation S220, which will not be described again here.

[0126] Upon receiving the first area, the third vehicle can treat the first area as a dynamic obstacle and control the third vehicle's driving based on the relative displacement relationship between the dynamic obstacle and the third vehicle.

[0127] In the embodiments of this application, a first area matching the driving trajectory of the first vehicle in the target area is determined. This allows the third vehicle to control its vehicle based solely on this dynamically moving first area, without needing to communicate with the second vehicle to obtain accurate location information. This indirectly achieves driving control of vehicles (at least the second vehicle) traveling within the first area, thereby improving safety between the vehicles traveling within the first area and the third vehicle. Furthermore, this embodiment eliminates the need to install communication terminal equipment on vehicles traveling within the first area, reducing security maintenance costs in mixed-system scenarios.

[0128] According to an embodiment of this application, controlling a third vehicle to drive over a first area includes: obtaining the driving direction of a first vehicle; and when the driving direction is the same as the driving direction of the third vehicle and the third vehicle is behind the first area, controlling the third vehicle to maintain a safe distance from the first area along the driving direction corresponding to the driving direction, thereby performing driving control; and when the driving direction is different from the driving direction of the third vehicle, controlling the third vehicle to maintain a safe distance from the first area along at least two directions corresponding to each direction, thereby performing driving control.

[0129] The direction of travel is used to indicate the actual direction of movement of the vehicle. The third vehicle can obtain the direction of travel of the first vehicle through communication with the first vehicle or through the third vehicle's own detection equipment.

[0130] If a third vehicle is traveling behind the first vehicle and both are traveling in the same direction, the third vehicle may collide with the second vehicle following the first vehicle in the same direction of travel. Therefore, by maintaining a safe distance from the first area in the direction of travel, at least the second vehicle following the first vehicle can be controlled.

[0131] In this embodiment, during vehicle control, the third vehicle can have multiple safe distances in multiple directions, referred to as the safe distance corresponding to each direction. It is understood that the safe distance can refer to the braking distance required to decelerate from the current speed to 0, and this safe distance can be determined based on actual environmental parameters, such as increasing the safe distance in rainy weather. For example, under normal weather conditions, the safe distance corresponding to the direction of travel can be a value of 50m or more.

[0132] If the third vehicle travels in a different direction than the first vehicle, the third vehicle may collide with the first vehicle and / or the second vehicle in multiple directions. To avoid this collision, the third vehicle can be controlled to maintain a safe distance from the first area in at least two directions, corresponding to each direction, for driving control purposes. For example, a velocity vector can be decomposed into two perpendicular directions. These at least two directions can include the third vehicle's travel direction and a direction perpendicular to it. These two directions can be referred to as the longitudinal direction and the lateral direction, respectively, and the safe distances corresponding to these two directions can be referred to as the longitudinal safe distance and the lateral safe distance.

[0133] In some embodiments, driving control can be achieved by reducing the speed of the third vehicle and / or controlling the third vehicle to stop, thereby maintaining a safe distance between the third vehicle and the first area.

[0134] For example, after the third vehicle receives the location information of the first area, if the third vehicle is traveling behind the first vehicle and both are traveling in the same direction, and it is determined that the current distance between the third vehicle and the first area is less than the longitudinal safety distance, the third vehicle should prioritize decelerating to restore and maintain the longitudinal safety distance. This can be achieved by controlling the third vehicle to perform gentle braking to ensure a smooth deceleration. If the third vehicle still cannot maintain the longitudinal safety distance after deceleration, it can stop to maintain the longitudinal safety distance. Once it is determined that the third vehicle can stably maintain the longitudinal safety distance from the first area, the third vehicle can be controlled to start moving again, avoiding frequent starts and stops. Here, "stable" can mean that the third vehicle can maintain the longitudinal safety distance from the first area for a continuous preset time period. In this embodiment, stopping can be done using emergency braking, where the absolute value of the acceleration during emergency braking is greater than the absolute value of the acceleration during gentle braking.

[0135] Alternatively, if the third vehicle travels in a different direction than the first vehicle, the third vehicle can be controlled to decelerate or stop in the longitudinal and lateral directions respectively, so as to maintain a longitudinal safety distance and a lateral safety distance in the longitudinal and lateral directions respectively. The specific implementation of deceleration and stopping can be found above.

[0136] In this embodiment, by adopting various driving control strategies based on the driving direction and / or positional relationship between the third vehicle and the communicable first vehicle, multiple safety scenarios can be adapted to ensure driving safety between the third vehicle, the first vehicle, and the second vehicle.

[0137] This application also provides a trajectory-based vehicle safety control device, comprising: a region generation module, used to generate a first region matching the driving trajectory of a first vehicle in a target region, wherein at least a second vehicle is able to drive within the first region, and the second vehicle is used to follow the first vehicle; and a sending module, used to send the location information of the first region to a third vehicle driving in the target region, so that the third vehicle can perform driving control for the first region, wherein the first region is located in the target region.

[0138] This application also provides a trajectory-based vehicle safety control device, including: a driving control module, used to control a third vehicle to perform driving control in the first area when receiving location information of a first area that matches the driving trajectory of a first vehicle; wherein at least a second vehicle is able to drive in the first area, the second vehicle is used to follow the first vehicle, and the first area is located in a target area.

[0139] Any one or more of the modules, submodules, units, and subunits according to the embodiments of this application, or at least part of the functions of any one or more of them, can be implemented in one module. Any one or more of the modules, submodules, units, and subunits according to the embodiments of this application can be implemented by dividing them into multiple modules. Any one or more of the modules, submodules, units, and subunits according to the embodiments of this application can be at least partially implemented as hardware circuits, such as field-programmable gate arrays (FPGAs), programmable logic arrays (PLAs), systems-on-a-chip, systems-on-a-substrate, systems-on-package, application-specific integrated circuits (ASICs), or implemented by hardware or firmware in any other reasonable manner by integrating or packaging circuits, or implemented in any one of software, hardware, and firmware, or in a suitable combination of any of these. Alternatively, one or more of the modules, submodules, units, and subunits according to the embodiments of this application can be at least partially implemented as computer program modules, which, when run, can perform corresponding functions.

[0140] It should be noted that the apparatus portion in the embodiments of this application corresponds to the method portion in the embodiments of this application, and the description of the apparatus portion and the specific method portion will not be repeated here.

[0141] This application also provides a vehicle, including: one or more processors; and a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors implement the trajectory-based vehicle safety control method described above.

[0142] For example, the vehicle can be a first vehicle that supports manual driving mode, so as to generate a first area that matches the driving trajectory of the first vehicle in the target area, wherein at least a second vehicle is able to drive in the first area and the second vehicle is used to follow the first vehicle; the location information of the first area is sent to a third vehicle driving in the target area so that the third vehicle can perform driving control for the first area, wherein the first area is located in the target area.

[0143] Alternatively, the vehicle may be a third vehicle that supports autonomous driving mode and / or driverless mode, so that upon receiving location information of a first area that matches the driving trajectory of the first vehicle, the third vehicle can be controlled to perform driving control in the first area; wherein at least the second vehicle is capable of driving in the first area, the second vehicle is used to follow the first vehicle, and the first area is located in the target area.

[0144] Figure 6 A block diagram of an electronic device suitable for implementing a trajectory-based vehicle safety control method according to an embodiment of this application is shown. Figure 6 The electronic device shown is merely an example. This electronic device can be installed in the first or third vehicle described above to implement the above method. This embodiment should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0145] like Figure 6 As shown, an electronic device 600 according to an embodiment of this application includes a processor 601, which can perform various appropriate actions and processes according to a program stored in ROM (Read-Only Memory) 602 or a program loaded from storage portion 608 into RAM (Random Access Memory) 603. The processor 601 may include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor and / or an associated chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor 601 may also include onboard memory for caching purposes. The processor 601 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of this application.

[0146] RAM 603 stores various programs and data required for the operation of electronic device 600. Processor 601, ROM 602, and RAM 603 are interconnected via bus 604. Processor 601 executes various operations of the method flow according to embodiments of this application by executing programs in ROM 602 and / or RAM 603. It should be noted that the programs may also be stored in one or more memories other than ROM 602 and RAM 603. Processor 601 may also execute various operations of the method flow according to embodiments of this application by executing programs stored in said one or more memories.

[0147] According to embodiments of this application, the electronic device 600 may further include an input / output (I / O) interface 605, which is also connected to a bus 604. The electronic device 600 may also include one or more of the following components connected to the input / output (I / O) interface 605: an input section 606 including a keyboard, mouse, etc.; an output section 607 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN card, modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the input / output (I / O) interface 605 as needed. A removable medium 611, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 610 as needed so that computer programs read from it can be installed into the storage section 608 as needed.

[0148] According to embodiments of this application, the method flow according to embodiments of this application can be implemented as a computer software program. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable storage medium, the computer program containing program code for performing the methods shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network via communication section 609, and / or installed from removable medium 611. When the computer program is executed by processor 601, it performs the functions defined in the system of embodiments of this application. According to embodiments of this application, the systems, devices, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0149] This application also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into the device / apparatus / system. The computer-readable storage medium carries one or more programs, which, when executed, implement the method according to the embodiments of this application.

[0150] According to embodiments of this application, the computer-readable storage medium can be a non-volatile computer-readable storage medium. Examples include, but are not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0151] For example, according to embodiments of this application, a computer-readable storage medium may include the ROM 602 and / or RAM 603 described above and / or one or more memories other than ROM 602 and RAM 603.

[0152] Embodiments of this application also include a computer program product comprising a computer program containing program code for performing the methods provided in the embodiments of this application. When the computer program product is run on an electronic device, the program code is used to enable the electronic device to implement the methods provided in the embodiments of this application.

[0153] When the computer program is executed by the processor 601, it performs the functions defined in the system / apparatus of this application embodiment. According to the embodiments of this application, the systems, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0154] In one embodiment, the computer program may rely on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may also be transmitted and distributed in the form of signals over a network medium, and downloaded and installed via the communication section 609, and / or installed from the removable medium 611. The program code contained in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0155] According to embodiments of this application, program code for executing the computer programs provided in the embodiments of this application can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C", or similar programming languages. The program code can be executed entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0156] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of this application can be combined and / or combined in various ways, even if such combinations are not explicitly described in this application. In particular, without departing from the spirit and teachings of this application, the features described in the various embodiments of this application can be combined and / or combined in various ways. All such combinations and / or combinations fall within the scope of this application.

[0157] The embodiments of this application have been described above. However, these embodiments are merely illustrative and not intended to limit the scope of this application. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Without departing from the scope of this application, those skilled in the art can make various substitutions and modifications, all of which should fall within the scope of this application.

Claims

1. A trajectory-based vehicle safety control method, characterized in that, The method includes: Based on the driving trajectory of the first vehicle in the target area, a first area matching the driving trajectory is generated, wherein at least a second vehicle is able to drive in the first area, the second vehicle is used to follow the first vehicle, and the second vehicle does not communicate with the first vehicle or the third vehicle; The location information of the first area is sent to a third vehicle traveling in the target area, so that the third vehicle can perform driving control in the first area and indirectly realize driving control of at least the second vehicle traveling in the first area, wherein the first area is located in the target area.

2. The method according to claim 1, characterized in that, Both the first vehicle and the second vehicle are able to travel within the first area.

3. The method according to claim 1, characterized in that, The step of generating a first region matching the driving trajectory of the first vehicle in the target area includes: Using the current trajectory point of the first vehicle in the target area as the endpoint, determine a trajectory segment of target length from the driving trajectory formed by the first vehicle reaching the current trajectory point; based on the trajectory segment and the area size parameters, generate the first area that matches the driving trajectory.

4. The method according to claim 3, characterized in that, For the first region generated from multiple different trajectory points within the target area, at least two of the first regions have different shapes.

5. The method according to claim 3, characterized in that, The region size parameters include the region trajectory width and / or the size of a preset shape centered on each trajectory point in the trajectory segment; generating the first region matching the driving trajectory based on the trajectory segment and the preset size parameters includes at least one of the following: The first region is formed with the trajectory segment as the center line and the width of the trajectory as the width. The first region is obtained by combining preset shapes centered on each trajectory point in the trajectory segment.

6. The method according to claim 3, characterized in that, The target length is determined based on the number of the second vehicles; and / or, The area size parameters are determined by at least one of the following parameters: motion control parameters of the first vehicle; communication quality parameters of the first vehicle and / or the third vehicle; and environmental parameters of the target area.

7. The method according to claim 6, characterized in that, The target length is proportional to the number of the second vehicles; and / or, The region size parameter is proportional to the speed of the first vehicle indicated by the motion control parameter; and / or, the region size parameter is inversely proportional to the communication quality indicated by the communication quality parameter and / or the vehicle braking effect associated with the environmental parameter.

8. The method according to claim 1, characterized in that, The method further includes: In response to receiving a trigger command for generating the first region, the driving trajectory of the first vehicle is determined based on at least one trajectory point of the first vehicle after the trigger command; The trigger command is generated through user interaction with a terminal device located in the first vehicle, and / or when the first vehicle is located within the target area.

9. The method according to claim 3 or 8, characterized in that, The method further includes: When a trigger instruction is generated through user interaction with a terminal device located in the first vehicle, the number of the second vehicles is determined in response to the user's operation to determine the number of the terminal devices; and / or, The method further includes: In response to the user's adjustment operation on the terminal device, the target length and / or region size parameters used to generate the first region are adjusted.

10. The method according to claim 3, characterized in that, The second vehicle includes a work vehicle for performing a target work task in the work area of ​​the target area, and the method further includes at least one of the following: When the first vehicle is located in the work area of ​​the target area, the number of the second vehicles and / or the area size parameters are adjusted, and an adjusted first area is generated according to the adjusted number and / or the area size parameters, so that when the first vehicle leaves the work area, the third vehicle performs driving control for the adjusted first area. If a second vehicle traveling in the first area is detected to have left the first area, the first area is adjusted to a second area with a preset area size parameter, wherein the second vehicle has at least left the first area in the work area; When the first vehicle is located in the work area of ​​the target area, the driving trajectory and / or location information of the first vehicle are sent to the third vehicle, so that when the first vehicle leaves the work area, the third vehicle performs driving control on the first vehicle.

11. A trajectory-based vehicle safety control method, characterized in that, The method includes: Upon receiving location information of a first area that matches the driving trajectory of the first vehicle within the target area, the system controls a third vehicle traveling in the target area to perform driving control in the first area, thereby indirectly controlling the driving of at least a second vehicle traveling in the first area; wherein, at least a second vehicle is capable of traveling in the first area, the second vehicle is used to follow the first vehicle, the first area is located in the target area, and the second vehicle does not communicate with the first vehicle or the third vehicle.

12. The method according to claim 1 or 11, characterized in that, Enabling the third vehicle to perform driving control over the first area includes: Obtain the driving direction of the first vehicle; and When the driving direction is the same as the driving direction of the third vehicle, and the third vehicle is located behind the first area, the third vehicle is controlled to maintain a safe distance from the first area along the driving direction corresponding to the driving direction. When the direction of travel is different from the direction of travel of the third vehicle, the third vehicle is controlled to maintain a safe distance from the first area in at least two directions, corresponding to each of the directions.

13. A vehicle comprising: One or more processors; Memory, used to store one or more programs. The feature is that, when the one or more programs are executed by the one or more processors, the one or more processors implement the trajectory-based vehicle safety control method as described in any one of claims 1 to 10 or any one of claims 11 to 12.

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