A vehicle control method, device, storage medium, electronic device and chip

Abstract

The present disclosure provides a vehicle control method, the method comprising: obtaining target driving information, the target driving information comprising: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; determining whether the first vehicle has a first collision risk based on the target driving information; and pre-filling the first vehicle with brakes when the first vehicle has the first collision risk. The method of the present disclosure obtains information of the first vehicle and the second vehicle, so that the first vehicle is pre-filled with brakes when the first vehicle has the first collision risk, thereby preparing for the contact and friction braking of the brake disc and the brake block in advance in an emergency, reducing the time required for emergency braking, and improving the success rate of risk avoidance. At the same time, since the brakes are pre-filled, the time of emergency braking can be delayed, thereby providing sufficient determination time for emergency braking, and reducing the false triggering rate of emergency braking.

Description

Technical Field

[0001] This disclosure relates to the field of autonomous driving, and more particularly to a vehicle control method, apparatus, storage medium, electronic device, and chip. Background Technology

[0002] Automatic Emergency Braking (AEB) technology is a safety assistance feature that has seen a rapid increase in its adoption rate in mass-produced vehicles in recent years, and is now basically a standard feature across most manufacturers' models. However, in today's automotive industry, characterized by electrification, intelligence, and safety, there is still no definitive solution regarding how to improve the positive trigger rate of AEB technology while simultaneously reducing its false trigger rate, thereby further enhancing driving safety for users. Summary of the Invention

[0003] This disclosure provides a vehicle control method, device, storage medium, electronic device, and chip to solve problems in related technologies, improve the positive trigger rate of AEB technology, and at the same time reduce the false trigger rate of AEB technology, thereby further improving the driving safety of users.

[0004] A first aspect of this disclosure provides a vehicle control method, the method comprising: acquiring target driving information, the target driving information including: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; determining, based on the target driving information, whether the first vehicle has a first collision risk; and, when the first vehicle has a first collision risk, performing brake pre-filling on the first vehicle.

[0005] In some embodiments, the first driving information includes at least one of the following: the position information of the first vehicle, the steering wheel angle information of the first vehicle, and the speed information of the first vehicle; the second driving information includes: the position information of the second vehicle and / or the driving trend of the second vehicle.

[0006] In some embodiments, determining whether a first vehicle has a first collision risk based on target driving information includes: determining that a first collision risk exists when the target driving information meets at least one of the following: a second vehicle is approaching the first vehicle; the second vehicle is in the adjacent lane of the first vehicle; the speed of the first vehicle does not exceed a preset speed threshold; the steering wheel angle of the first vehicle is greater than a preset angle threshold when turning; the first vehicle has its turn signal activated; or the first vehicle is in the turning lane.

[0007] In some embodiments, the method further includes: determining the driving scenario of the first vehicle based on first driving information; determining whether the first vehicle has a second collision risk based on the driving scenario and target driving information, and obtaining a judgment result; and performing a first operation on the first vehicle based on the judgment result.

[0008] In some embodiments, determining whether a second collision risk exists for the first vehicle based on the driving scenario and target driving information includes: determining the real-time distance and estimated collision time between the first vehicle and the second vehicle based on the driving scenario and target driving information; and determining whether a second collision risk exists for the first vehicle based on the real-time distance and estimated collision time.

[0009] In some embodiments, performing a first operation on the first vehicle based on the judgment result includes: when the judgment result is that there is no risk of a second collision, determining not to perform emergency braking and releasing the brake pre-fill; and when the judgment result is that there is a risk of a second collision, performing emergency braking.

[0010] A second aspect of this disclosure provides a vehicle control device, comprising: an acquisition unit for acquiring target driving information, the target driving information including: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; a judgment unit for judging whether the first vehicle has a first collision risk based on the target driving information; and an execution unit for performing brake pre-filling on the first vehicle when the first vehicle has a first collision risk.

[0011] A third aspect of this disclosure provides an electronic device including a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program stored in the memory to cause the electronic device to perform the method described in the first aspect of this disclosure.

[0012] A fourth method embodiment of this disclosure provides a computer-readable storage medium in which a computer program, when executed by a processor, performs the method described in the first aspect embodiment of this disclosure.

[0013] A fifth aspect of this disclosure provides a chip including processing circuitry for performing the methods described in the first aspect of this disclosure.

[0014] In summary, the vehicle control method proposed in this disclosure includes: acquiring target driving information, which includes: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; determining, based on the target driving information, whether the first vehicle has a first collision risk; and performing brake pre-filling on the first vehicle when the first vehicle has a first collision risk. This method, by acquiring information about the first and second vehicles, performs brake pre-filling on the first vehicle when it is determined that the first vehicle has a first collision risk. This prepares the brake disc and brake pads for contact friction braking in an emergency, reducing the time required for emergency braking and improving the success rate of hazard avoidance. Furthermore, because of the brake pre-filling, the emergency braking time can be delayed, providing sufficient time for emergency braking determination and reducing the false triggering rate of emergency braking.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure, and are not intended to unduly limit this disclosure.

[0017] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this disclosure;

[0018] Figure 2 A schematic flowchart illustrating yet another vehicle control method provided in this disclosure embodiment;

[0019] Figure 3 An example diagram of a vehicle control method provided in an embodiment of this disclosure;

[0020] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present disclosure;

[0021] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present disclosure;

[0022] Figure 6 This is a schematic diagram of the structure of a chip provided in an embodiment of the present disclosure. Detailed Implementation

[0023] Embodiments of this disclosure are described in detail below, with examples of embodiments illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0024] Automatic Emergency Braking (AEB) technology is a safety assistance feature that has seen a rapid increase in its adoption rate in mass-produced vehicles in recent years, and is now basically a standard feature across most manufacturers and models. However, in today's automotive industry, which is increasingly focused on new energy, intelligent technology, and safety, there is still no definitive solution regarding how to improve the positive trigger rate of AEB technology while simultaneously reducing its false trigger rate, thereby further enhancing driving safety for users.

[0025] Figure 1 This is a schematic diagram of a vehicle control method provided in an embodiment of this disclosure. Figure 1 As shown, the vehicle control method may include the following steps.

[0026] Step 301: Obtain target driving information.

[0027] In some embodiments, target driving information can be obtained through sensors, lidar, cameras, millimeter-wave radar, etc. deployed on the first vehicle.

[0028] In some embodiments, the target driving information includes first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle.

[0029] The first vehicle can be the user's own vehicle, and the second vehicle can be any vehicle traveling around the first vehicle.

[0030] In some embodiments, the second vehicle may be a car, motorcycle, bicycle, or electric bicycle, etc., which are not limited in this disclosure.

[0031] In some embodiments, the first driving information may be relevant information of the first vehicle during the driving process, such as: the position information of the first vehicle, the steering wheel angle information of the first vehicle, the speed information of the first vehicle, the yaw information of the first vehicle, etc.

[0032] In some embodiments, the second driving information may be relevant information about the second vehicle during the driving process, such as the location information of the second vehicle, the driving trend of the second vehicle, the steering information of the second vehicle, etc.

[0033] Step 302: Based on the target driving information, determine whether the first vehicle has a first collision risk.

[0034] In some embodiments, by analyzing the target driving information, it is determined whether there is a first collision risk between the first vehicle and the second vehicle, thereby determining whether to perform brake prefill.

[0035] In some embodiments, it can be determined whether the target driving information meets preset conditions, thereby determining whether the first vehicle is at risk of a first collision.

[0036] For example, when the target driving information indicates that the second vehicle is approaching the first vehicle (i.e., the distance between the first vehicle and the second vehicle is continuously decreasing), it is determined whether the first vehicle has a first collision risk, where the approaching trend between the second vehicle and the first vehicle is a preset condition.

[0037] In some embodiments, the collision risk value of the first vehicle can be determined by weighted summation of the target driving information, and then the presence of a first collision risk can be determined based on the collision risk value.

[0038] For example, when the first vehicle captures target driving information, it can assign values ​​to each target driving information through a preset value table, and determine the collision risk value of the first vehicle by weighted summation. When the collision risk value is greater than a preset threshold, it can be determined whether the first vehicle has a first collision risk.

[0039] Step 303: When the first vehicle is at risk of a first collision, brake pre-filling is performed on the first vehicle.

[0040] In some embodiments, when it is determined that there is a first collision risk to the first vehicle, the gap between the brake disc and the brake pads of the first vehicle is reduced, thereby performing brake prefilling on the first vehicle.

[0041] In summary, the vehicle control method proposed in this disclosure includes: acquiring target driving information, which includes: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; determining, based on the target driving information, whether the first vehicle has a first collision risk; and performing brake pre-filling on the first vehicle when the first vehicle has a first collision risk. This method, by acquiring information about the first and second vehicles, performs brake pre-filling on the first vehicle when it is determined that the first vehicle has a first collision risk. This prepares the brake disc and brake pads for contact friction braking in an emergency, reducing the time required for emergency braking and improving the success rate of hazard avoidance. Furthermore, because of the brake pre-filling, the emergency braking time can be delayed, providing sufficient time for emergency braking determination and reducing the false triggering rate of emergency braking.

[0042] Figure 2A flowchart of a vehicle control method proposed in this disclosure is further shown. For example... Figure 2 As shown, the vehicle control method may include the following steps.

[0043] Step 201: Obtain target driving information.

[0044] In some embodiments, the target driving information includes: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle.

[0045] Furthermore, the first driving information includes at least one of the following: the position information of the first vehicle, the steering wheel angle information of the first vehicle, and the speed information of the first vehicle; the second driving information includes: the position information of the second vehicle and / or the driving trend of the second vehicle.

[0046] In some embodiments, the location information of the second vehicle and / or the driving trend of the second vehicle can be obtained through devices such as cameras, millimeter-wave radar, and lidar.

[0047] The driving trend of the second vehicle can be a trend of approaching the first vehicle or a trend of moving away from the first vehicle.

[0048] Furthermore, by acquiring information such as the vehicle acceleration of the second vehicle, the vehicle speed of the second vehicle, the distance between the second vehicle and the first vehicle, and the heading angle of the second vehicle, the position information and / or driving trend of the second vehicle can be obtained.

[0049] In some embodiments, first driving information can be obtained through the first vehicle's map module, positioning module, body control module, vehicle sensors, etc.

[0050] Furthermore, the number of lanes and vehicle shapes can be obtained through the map module; then, based on the location of the first vehicle obtained by the positioning module, the location information of the first vehicle can be determined.

[0051] Furthermore, vehicle sensors can be used to obtain information such as the vehicle's acceleration, speed, heading angle, and steering wheel angle.

[0052] Furthermore, information such as the turn signal of the first vehicle can be obtained through the body control module.

[0053] Step 202: Based on the target driving information, determine whether the first vehicle has a first collision risk.

[0054] In some embodiments, a first collision risk is determined when the target driving information meets at least one of the following: the second vehicle is approaching the first vehicle; the second vehicle is in the adjacent lane of the first vehicle; the speed of the first vehicle does not exceed a preset speed threshold; the steering wheel angle of the first vehicle is greater than a preset angle threshold when turning; the first vehicle turns on its turn signal; or the first vehicle is in the turning lane.

[0055] The adjacent lanes can be either motor vehicle lanes or non-motor vehicle lanes; this disclosure does not specify which.

[0056] For example, when the distance between the second vehicle and the first vehicle shrinks to a preset safety threshold distance within a preset time, it can be determined that the second vehicle is approaching the first vehicle, and therefore there may be a collision between the second vehicle and the first vehicle. At this time, it can be determined that the first vehicle has a first collision risk.

[0057] It should be understood that determining whether the second vehicle is approaching the first vehicle is not limited to the above description. It can also be determined by determining the acceleration and direction of travel of the second and first vehicles. For example, when the direction of travel of the second vehicle is the same as that of the first vehicle, the second vehicle is behind the first vehicle, and the longitudinal velocity / acceleration of the second vehicle is greater than that of the first vehicle, it can be determined that the second vehicle is approaching the first vehicle.

[0058] For example, when the target driving information meets the following conditions: the second vehicle is in the adjacent lane of the first vehicle; the steering wheel angle of the first vehicle is greater than the preset steering angle threshold when it turns; and the first vehicle is in the turning lane, it can be determined that the first vehicle is in the turning phase. Since the second vehicle is in the adjacent lane of the first vehicle, there is a possibility that the first vehicle may collide with the second vehicle during the turning process. At this time, it can be determined that the first vehicle has a first collision risk.

[0059] For example, when the target driving information meets the following conditions: the steering wheel angle of the first vehicle is greater than a preset steering angle threshold (e.g., 100°) when the first vehicle turns; and the second vehicle is in the adjacent lane of the first vehicle, it can be determined that the first vehicle is in the turning phase and the turning range of the first vehicle is large. Since the second vehicle is in the adjacent lane of the first vehicle, there is a possibility that the first vehicle may collide with the second vehicle during the turning process. At this time, it can be determined that the first vehicle has a first collision risk.

[0060] For example, when the target driving information meets the following conditions: the first vehicle has its turn signal on; the first vehicle is in the turning lane; the second vehicle is in the adjacent lane of the first vehicle (such as the non-motorized vehicle lane); and the speed of the first vehicle does not exceed a preset speed threshold (e.g., 60 kph), it can be determined that the first vehicle is in the turning phase and the second vehicle is in the non-motorized vehicle lane. Therefore, there may be a situation where the first vehicle brakes suddenly to yield to pedestrians or a collision may occur due to the dangerous driving of the second vehicle. In this case, it can be determined that the first vehicle has a first collision risk.

[0061] For example, when the target driving information meets the following conditions: the second vehicle is located in the adjacent lane of the first vehicle; the speed of the first vehicle does not exceed a preset speed threshold; the steering wheel angle of the first vehicle when turning is greater than a preset turning angle threshold; it can be determined that the first vehicle is in the turning phase. At the same time, the first vehicle has a large turning angle and a low speed, and there is a second vehicle in the adjacent lane. Therefore, there may be a risk that the second vehicle is traveling at a high speed, which could lead to a collision between the first vehicle and the second vehicle during the lane change. In this case, it can be determined that the first vehicle has a first collision risk.

[0062] Step 203: When the first vehicle is at risk of a first collision, brake pre-fill is applied to the first vehicle.

[0063] In some embodiments, when it is determined that there is a first collision risk to the first vehicle, the gap between the brake disc and the brake pads of the first vehicle is reduced, thereby performing brake prefilling on the first vehicle.

[0064] Step 204: Based on the first driving information, determine the driving scenario of the first vehicle.

[0065] In some embodiments, the driving scenario may be a vehicle turning scenario, a vehicle starting scenario, a vehicle parking scenario, a vehicle meeting scenario, etc., and this disclosure does not limit it.

[0066] In some embodiments, the steering wheel angle information of the first vehicle can be used to determine whether the driving scenario is a vehicle turning scenario.

[0067] In some embodiments, the speed information of the first vehicle can be used to determine whether the driving scenario is a vehicle parking scenario, vehicle parking scenario, etc.

[0068] In some embodiments, the location information of the first vehicle and the steering wheel angle information of the first vehicle can be used to determine whether the driving scenario is a vehicle meeting scenario.

[0069] Step 205: Based on the driving scenario and target driving information, determine whether the first vehicle has a risk of a second collision and obtain the judgment result.

[0070] In some embodiments, based on a driving scenario, the target driving information is input into the preset AEB algorithm as an input parameter by calling the preset AEB algorithm corresponding to the driving scenario, so as to obtain the output of the preset AEB algorithm and determine whether the first vehicle has a second collision risk based on the output of the AEB algorithm.

[0071] Specifically, based on the driving scenario, the target driving information is input into the preset AEB algorithm as an input parameter by calling the preset AEB algorithm corresponding to the driving scenario to obtain the real-time distance and estimated collision time between the first vehicle and the second vehicle; when the real-time distance is less than a preset distance threshold and / or the estimated collision time is less than a preset time threshold, it is determined that the first vehicle has a second collision risk.

[0072] Step 206: Based on the judgment result, perform the first operation on the first vehicle.

[0073] In some embodiments, when the determination result is that there is no risk of a second collision, it is determined that emergency braking will not be performed and the brake prefill is released.

[0074] In some embodiments, emergency braking is performed when the determination indicates a risk of a second collision.

[0075] In summary, the vehicle control method proposed in this disclosure includes: acquiring target driving information, which includes: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; determining whether the first vehicle has a first collision risk based on the target driving information; performing brake pre-filling on the first vehicle when the first vehicle has a first collision risk; determining the driving scenario of the first vehicle based on the first driving information; determining whether the first vehicle has a second collision risk based on the driving scenario and the target driving information, and obtaining a judgment result; and performing a first operation on the first vehicle based on the judgment result. This method, by acquiring information about the first and second vehicles, performs brake pre-filling on the first vehicle when it is determined that the first vehicle has a first collision risk. This prepares the brake disc and brake pads for contact friction braking in an emergency, reducing the time required for emergency braking and improving the success rate of hazard avoidance. Simultaneously, due to brake pre-filling, the emergency braking time can be delayed, providing sufficient judgment time for emergency braking and reducing the false triggering rate of emergency braking. Furthermore, by determining whether the first vehicle has a second collision risk, the false triggering rate of emergency braking is further reduced, improving the user's driving experience.

[0076] The following is an exemplary description of the scheme disclosed herein, such as Figure 3 As shown:

[0077] The first vehicle acquires relevant information about the pedestrian / vehicle target (i.e., the second vehicle mentioned above) through cameras, millimeter-wave radar, lidar, etc. (i.e., the second driving information mentioned above); and acquires relevant information about the first vehicle (i.e., the first driving information mentioned above) through map module, positioning module, vehicle sensors, etc.; finally, the perception module determines whether the first vehicle has a collision risk based on the first driving information and the second driving information.

[0078] When a collision risk exists, the first vehicle enters the brake pre-filling phase, and further determines whether there is a collision risk. If the determination result is that there is no collision risk, it is determined that emergency braking will not be performed, and the brake pre-filling is released; if the determination result is that there is a collision risk, emergency braking is performed.

[0079] The following are the highlights of this solution:

[0080] Highlight 1: Improve the positive trigger rate of AEB function, that is, in emergency scenarios where AEB should be triggered, the risk of collision can be avoided or mitigated as much as possible;

[0081] Reason: The AEB function includes a preparation phase and a braking execution phase. This disclosure, by pre-filling the brakes of the first vehicle when a first collision risk is determined, enables proactive response strategies during the preparation phase, shortening the braking execution time of the AEB system in the entire dangerous scenario, thereby triggering braking in a timely manner to avoid or mitigate a collision. Specifically, this application obtains target driving information (i.e., the driving information of the first vehicle and / or the second driving information of the second vehicle), analyzes the target behavior, and combines it with the vehicle's own state. When a first collision risk is determined, the AEB enters the pre-filling phase, thereby reducing the braking execution time. Pre-filling reduces the gap between the brake disc and brake pads. No braking force is applied during this process, so there is no substantial contact between the brake disc and brake pads, and it is imperceptible to the driver. This process prepares in advance for the brake disc and brake pads to contact and rub against each other in an emergency, thereby reducing the time required to execute braking. In other words, without AEB pre-filling, in the same dangerous scenario, tens to hundreds of milliseconds are needed before AEB triggers to eliminate the gap between the brake disc and brake pads, resulting in a difference of at least several meters in vehicle braking distance. Therefore, this application can improve the success rate of collision avoidance in extremely dangerous scenarios.

[0082] Highlight 2: Reduce the false trigger rate of AEB function, that is, do not trigger AEB function in scenarios where it should not be triggered, or do not trigger AEB function prematurely in emergency scenarios where it should be triggered.

[0083] Reason: Since this disclosure implements the AEB pre-fill scheme by performing brake pre-fill on the first vehicle when it is determined that there is a first collision risk, the AEB algorithm can be more conservative, that is, only issuing a braking request when it is necessary to trigger AEB, so that the braking request can be issued late enough to avoid triggering AEB when the collision risk is low, thereby reducing the false trigger rate of AEB and improving driver comfort.

[0084] Example 1: When the first vehicle meets the following conditions, it is determined that the first vehicle is at risk, and the AEB enters the pre-filling stage:

[0085] Condition 1: The vehicle (i.e., the first vehicle mentioned above) is located in the rightmost lane.

[0086] Condition 2: The vehicle turns on the right turn signal (which module) control module.

[0087] Condition 3: When the vehicle turns right, the steering wheel angle exceeds the threshold (e.g., more than 100°).

[0088] Condition 4: The vehicle speed does not exceed the threshold (e.g., the vehicle speed does not exceed 60 kph).

[0089] Condition 5: The target (i.e., the second vehicle mentioned above) is located in the adjacent lane to the right rear of the vehicle (e.g., the pedestrian lane).

[0090] Condition 6: The target tends to move closer to the vehicle (e.g., the target's longitudinal speed exceeds the vehicle's longitudinal speed).

[0091] Therefore, this solution has the following beneficial effects:

[0092] 1. The method disclosed herein obtains information about a first vehicle and a second vehicle, and then performs brake pre-filling on the first vehicle when it is determined that there is a first collision risk. This prepares the brake disc and brake pads for contact friction braking in an emergency, thereby reducing the time required for emergency braking and improving the success rate of hazard avoidance.

[0093] 2. The method disclosed herein, due to the presence of brake pre-filling, allows the emergency braking time to be delayed, thereby providing sufficient determination time for emergency braking and reducing the false trigger rate of emergency braking.

[0094] 3. The method disclosed herein further reduces the false triggering rate of emergency braking and improves the user's driving experience by determining whether the first vehicle has a risk of a second collision.

[0095] Figure 4 This is a schematic diagram of the structure of a vehicle control device 400 provided in an embodiment of the present disclosure. The vehicle control device 410 includes:

[0096] In some embodiments, the first driving information includes at least one of the following: the position information of the first vehicle, the steering wheel angle information of the first vehicle, and the speed information of the first vehicle; the second driving information includes: the position information of the second vehicle and / or the driving trend of the second vehicle.

[0097] In some embodiments, the determination unit 420 is further configured to determine that the first vehicle has a first collision risk when the target driving information satisfies at least one of the following: the second vehicle is approaching the first vehicle; the second vehicle is located in the adjacent lane of the first vehicle; the speed of the first vehicle does not exceed a preset speed threshold; the steering wheel angle of the first vehicle is greater than a preset angle threshold when it turns; the first vehicle turns on its turn signal; or the first vehicle is located in the turning lane.

[0098] In some embodiments, the execution unit 430 is further configured to determine the driving scenario of the first vehicle based on the first driving information; determine whether the first vehicle has a second collision risk based on the driving scenario and the target driving information, and obtain a judgment result; and perform a first operation on the first vehicle based on the judgment result.

[0099] In some embodiments, the execution unit 430 is further configured to determine the real-time distance and estimated collision time between the first vehicle and the second vehicle based on the driving scenario and target driving information; and to determine whether the first vehicle has a second collision risk based on the real-time distance and estimated collision time.

[0100] In some embodiments, the execution unit 430 is further configured to determine that emergency braking will not be performed and release the brake prefill when the determination result is that there is no risk of a second collision; and to perform emergency braking when the determination result is that there is a risk of a second collision.

[0101] In summary, the vehicle control device 400 disclosed herein includes: an acquisition unit 410 for acquiring target driving information, the target driving information including: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; a judgment unit 420 for judging whether the first vehicle has a first collision risk based on the target driving information; and an execution unit 430 for performing brake pre-filling on the first vehicle when the first vehicle has a first collision risk. The device of this disclosure, by acquiring information about the first and second vehicles, performs brake pre-filling on the first vehicle when it is judged that the first vehicle has a first collision risk. This prepares the brake disc and brake pads for contact friction braking in an emergency, reducing the time required for emergency braking and improving the success rate of hazard avoidance. Simultaneously, due to the brake pre-filling, the emergency braking time can be delayed, providing sufficient judgment time for emergency braking and reducing the false triggering rate of emergency braking.

[0102] Since the apparatus provided in this embodiment corresponds to the methods provided in the above embodiments, the implementation of the methods is also applicable to the apparatus provided in this embodiment, and will not be described in detail in this embodiment.

[0103] Figure 5 This is a schematic diagram of the structure of an electronic device 500 provided in an embodiment of this application. The electronic device 500 can be a network device, a terminal device, or a chip, chip system, or processor that supports the implementation of the above methods in a network device, or a chip, chip system, or processor that supports the implementation of the above methods in a terminal device. This device can be used to implement the methods described in the above method embodiments; for details, please refer to the descriptions in the above method embodiments.

[0104] Electronic device 500 may include one or more processors 501. Processor 501 may be a general-purpose processor or a special-purpose processor, such as a baseband processor or a central processing unit (CPU). The baseband processor can be used to process communication protocols and communication data, while the CPU can be used to control electronic devices (e.g., base stations, baseband chips, terminal devices, terminal device chips, DUs or CUs, etc.), execute computer programs, and process data from the computer programs.

[0105] Optionally, the electronic device 500 may further include one or more memories 502, which may store a computer program 504. The processor 501 executes the computer program 504 to cause the electronic device 500 to perform the methods described in the above method embodiments. Optionally, the memory 502 may also store data. The electronic device 500 and the memory 502 may be provided separately or integrated together.

[0106] Optionally, the electronic device 500 may also include a transceiver 505 and an antenna 506. The transceiver 505 may be referred to as a transceiver unit, transceiver, or transceiver circuit, etc., and is used to implement the transceiver function. The transceiver 505 may include a receiver and a transmitter. The receiver may be referred to as a receiver or receiving circuit, etc., and is used to implement the receiving function; the transmitter may be referred to as a transmitter or transmitting circuit, etc., and is used to implement the transmitting function.

[0107] Optionally, the electronic device 500 may further include one or more interface circuits 507. The interface circuits 507 are used to receive code instructions and transmit them to the processor 501. The processor 501 executes the code instructions to cause the electronic device 500 to perform the methods described in the above method embodiments.

[0108] In one implementation, the processor 501 may include a transceiver for implementing receiving and transmitting functions. For example, the transceiver may be a transceiver circuit, an interface, or an interface circuit. The transceiver circuit, interface, or interface circuit for implementing receiving and transmitting functions may be separate or integrated. The aforementioned transceiver circuit, interface, or interface circuit can be used for reading and writing code / data, or it can be used for transmitting or relaying signals.

[0109] In one implementation, processor 501 may store computer program 503, which runs on processor 501 and causes electronic device 500 to perform the methods described in the above method embodiments. Computer program 503 may be embedded in processor 501; in this case, processor 501 may be implemented in hardware.

[0110] In one implementation, the electronic device 500 may include circuitry that performs the functions of transmitting, receiving, or communicating as described in the aforementioned method embodiments. The processor and transceiver described in this application can be implemented on integrated circuits (ICs), analog ICs, radio frequency integrated circuits (RFICs), mixed-signal ICs, application-specific integrated circuits (ASICs), printed circuit boards (PCBs), electronic devices, etc. The processor and transceiver can also be manufactured using various IC process technologies, such as complementary metal oxide semiconductors (CMOS), n-type metal-oxide-semiconductor (NMOS), p-type metal oxide semiconductors (PMOS), bipolar junction transistors (BJTs), bipolar CMOS (BiCMOS), silicon germanium (SiGe), gallium arsenide (GaAs), etc.

[0111] The electronic devices described in the above embodiments may be network devices or terminal devices, but the scope of the electronic devices described in this application is not limited thereto, and the structure of the electronic devices may vary. Figure 5 There are limitations. Electronic devices can be standalone devices or part of a larger device. For example, an electronic device can be:

[0112] (1) Independent integrated circuit IC, or chip, or chip system or subsystem;

[0113] (2) A collection of one or more ICs, optionally including storage components for storing data and computer programs;

[0114] (3) ASIC, such as modem;

[0115] (4) Modules that can be embedded in other devices;

[0116] (5) Receivers, terminal equipment, smart terminal equipment, cellular phones, wireless equipment, handheld devices, mobile units, vehicle-mounted equipment, network equipment, cloud equipment, artificial intelligence equipment, etc.

[0117] (6) Others, etc.

[0118] For cases where electronic devices can be chips or chip systems, see [link to relevant documentation]. Figure 6 The diagram shows the structure of the chip.

[0119] Embodiments of this disclosure also propose a chip, such as Figure 6 The chip shown includes at least one processor 601 and a communication interface 602. The communication interface 602 is used to receive signals input to the chip or signals output from the chip. The processor 601 communicates with the communication interface 602 and implements the methods described in the above embodiments of this disclosure through logic circuits or executed code instructions.

[0120] Optionally, the chip may also include memory for storing necessary computer programs and data.

[0121] Embodiments of this disclosure also provide a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause a computer to perform the methods described in the above embodiments of this disclosure.

[0122] Those skilled in the art will also understand that the various illustrative logical blocks and steps listed in the embodiments of this application can be implemented by electronic hardware, computer software, or a combination of both. Whether such functionality is implemented through hardware or software depends on the specific application and the overall system design requirements. Those skilled in the art can implement the functionality using various methods for each specific application, but such implementation should not be construed as exceeding the scope of protection of the embodiments of this application.

[0123] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0124] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0125] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0126] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processing module, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (control method), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic device, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0127] It should be understood that various parts of the embodiments of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0128] Those skilled in the art will understand that all or part of the steps of the methods described in the above embodiments can be implemented by a program instructing related hardware, and the program can be stored in a computer-readable storage medium. When executed, the program includes one or a combination of the steps of the method embodiments.

[0129] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc.

[0130] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: Acquire target driving information, the target driving information including: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; Based on the target driving information, it is determined whether the first vehicle poses a first collision risk; When the first vehicle is at risk of the first collision, brake pre-filling is performed on the first vehicle.

2. The method according to claim 1, characterized in that, The first driving information includes at least one of the following: the position information of the first vehicle, the steering wheel angle information of the first vehicle, and the speed information of the first vehicle; The second driving information includes: the location information of the second vehicle and / or the driving trend of the second vehicle.

3. The method according to claim 1, characterized in that, The step of determining whether the first vehicle has a first collision risk based on the target driving information includes: The first vehicle is deemed to have a first collision risk when the target driving information meets at least one of the following conditions: The second vehicle tends to move closer to the first vehicle; The second vehicle is located in the adjacent lane to the first vehicle; The speed of the first vehicle does not exceed a preset speed threshold. When the first vehicle turns, the steering wheel angle is greater than a preset angle threshold; The first vehicle turns on its turn signal; The first vehicle is located in the turning lane.

4. The method according to claim 1, characterized in that, The method further includes: Based on the first driving information, determine the driving scenario of the first vehicle; Based on the driving scenario and the target driving information, determine whether the first vehicle has a second collision risk and obtain a judgment result; Based on the judgment result, the first operation is performed on the first vehicle.

5. The method according to claim 4, characterized in that, The determination of whether the first vehicle has a second collision risk based on the driving scenario and the target driving information includes: Based on the driving scenario and the target driving information, determine the real-time distance and estimated collision time between the first vehicle and the second vehicle; Based on the real-time distance and the estimated collision time, it is determined whether the first vehicle is at risk of a second collision.

6. The method according to claim 4, characterized in that, The first operation performed on the first vehicle based on the judgment result includes: When the determination result is that there is no risk of a second collision, it is determined that emergency braking will not be performed, and the brake pre-fill is released; When the determination result indicates that there is a risk of a second collision, emergency braking is performed.

7. A vehicle control device, characterized in that, include: An acquisition unit is used to acquire target driving information, the target driving information including: first driving information of a first vehicle and / or second driving information of at least one second vehicle of the first vehicle; The judgment unit is used to determine whether the first vehicle has a first collision risk based on the target driving information; An execution unit is configured to perform brake pre-filling on the first vehicle when the first vehicle is at risk of the first collision.

8. An electronic device, characterized in that, The electronic device includes a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program stored in the memory to cause the electronic device to perform the method as described in any one of claims 1-6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method as described in any one of claims 1-6.

10. A chip, characterized in that, The chip includes processing circuitry for performing the method as described in any one of claims 1-6.

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