Vehicle control apparatus and vehicle

Abstract

A vehicle control apparatus (300) and a vehicle (100), which are applied to the technical field of intelligent driving. The vehicle control apparatus (300) comprises a processing unit and a control unit. When in a normal state, the processing unit can generate two pieces of control information on the basis of environmental information of the surroundings of the vehicle (100), one being main control information for controlling the vehicle (100) to travel normally, and the other being a safe escape trajectory for controlling the vehicle (100) to stop at a safe position. The processing unit sends the two pieces of control information to the control unit, and on the basis of the state of health of the processing unit, the control unit can select which control information to use to control the vehicle (100). When the processing unit is normal, the control unit can control, on the basis of the main control information, the vehicle (100) to travel normally. When the processing unit is abnormal, the control unit can control, on the basis of the safe escape trajectory, the vehicle (100) to stop at the safe position, so that safety control over the vehicle (100) can be realized when the processing unit is abnormal.

Description

A vehicle control device and a vehicle

[0001] This application claims priority to Chinese Patent Application No. 202311679670.6, filed on December 7, 2023, entitled “A Vehicle Control Device and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to vehicle control technology, applied in the field of intelligent driving, and particularly to a vehicle control device and a vehicle. Background Technology

[0003] Autonomous vehicles often require multiple sensors (such as cameras, lidar, and ultrasonic radar). Analysis of some sensor data necessitates the use of artificial intelligence (AI) neural networks. However, AI neural networks demand significant computing power, and the higher the level of the autonomous vehicle, the more road condition information needs to be analyzed and processed, resulting in a greater computational load on the AI ​​neural network. Traditional central processing units (CPUs) are no longer sufficient to handle the massive inference computations required by AI neural networks. Furthermore, autonomous vehicles operate in open environments and may encounter various adverse weather conditions, electromagnetic interference, and other challenges, placing high demands on the reliability of the computing platform for autonomous driving systems. According to automotive industry safety standards, the computing platform must meet the corresponding automotive safety integrity level (ASIL) requirements.

[0004] Currently, the computing platform of an intelligent driving system typically incorporates two heterogeneous chips. One chip boasts high computing performance and handles intelligent driving-related calculations, such as image processing, AI model inference, and route planning. The other chip prioritizes safety performance; its computing power may be lower, but it possesses a high ASIL level and is responsible for outputting vehicle control commands.

[0005] However, in the current solution, if the chip responsible for intelligent driving-related calculations malfunctions and cannot perform normal calculations, the computing platform will be unable to output vehicle control commands normally, which may cause a safety accident. Summary of the Invention

[0006] This application provides a vehicle control device and a vehicle that can achieve safe control of the vehicle under abnormal circumstances.

[0007] Firstly, this application provides a vehicle control device, which includes a processing unit and a control unit.

[0008] The processing unit is used to generate main control information and safety escape trajectory based on the environmental information collected by the sensing device, and to send the main control information and safety escape trajectory to the control unit.

[0009] The control unit is used to control the vehicle based on the main control information when the processing unit is functioning normally, and to control the vehicle based on the safety escape trajectory when the processing unit malfunctions.

[0010] Optionally, the vehicle control device is applied to a vehicle. The vehicle control device can be an electronic device, or a processor, chip (system), or circuit used in electronic devices; this application does not limit this.

[0011] In the above scheme, the vehicle control device includes a processing unit and a control unit. Under normal conditions, the processing unit generates two types of control information based on the vehicle's surrounding environment: a main control information for controlling normal vehicle movement and a safety escape trajectory for controlling the vehicle to stop at a safe location. The processing unit sends both types of control information to the control unit, which can select which type of control information to use for vehicle control based on the processing unit's health status. When the processing unit is functioning normally, the control unit can control the vehicle to move normally based on the main control information. In the event of a processing unit malfunction, the control unit can control the vehicle to stop at a safe location based on the safety escape trajectory.

[0012] Through the above scheme, under normal conditions, the processing unit generates not only the main control information for controlling the vehicle's normal operation but also a safety escape trajectory for controlling the vehicle to stop at a safe location, and sends both the main control information and the safety escape trajectory to the control unit. When the processing unit malfunctions and can no longer provide main control information, the control unit can control the vehicle to stop at a safe location according to the safety escape trajectory, thereby achieving safe vehicle control even in the event of a processing unit malfunction. Furthermore, compared to designing a redundant processing unit to cope with abnormal situations, the solution in this application eliminates the need for a redundant processing unit, thus helping to save costs in achieving safe vehicle control in the event of a processing unit malfunction.

[0013] In one possible implementation, a processing unit malfunction includes either a complete failure of the processing unit or a partial failure of the processing unit.

[0014] In a complete failure of the processing unit, all functions of the processing unit are disabled, making it impossible to continue providing information for vehicle control. In a partial failure, some functions of the processing unit are disabled, while others remain functional, allowing it to continue providing some information for vehicle control.

[0015] Through the above implementation method, the abnormal situation of the processing unit is subdivided into two situations: complete failure of the processing unit and partial failure of the processing unit. In order to use the corresponding control information to control the vehicle in each situation, the reliability of vehicle control can be improved.

[0016] In one possible implementation, the control unit is further configured to obtain first trajectory correction information based on environmental information collected by the sensing device, and to control the vehicle based on the safety escape trajectory and the first trajectory correction information in the event of a processing unit malfunction, wherein the first trajectory correction information is used to correct the safety escape trajectory.

[0017] The first trajectory correction information can be auxiliary control information generated by the control unit based on environmental information collected by the sensing device. This first trajectory correction information can reflect the vehicle's surrounding environment and can be used to correct the safety escape trajectory, thereby assisting in vehicle control.

[0018] Through the above implementation method, in the event of a processing unit malfunction, the control unit can obtain first trajectory correction information based on environmental information collected by the sensing device, thus maintaining awareness of the vehicle's surrounding environment. The control unit can also combine the safety escape trajectory and the first trajectory correction information to control the vehicle. Therefore, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the first trajectory correction information can be used to assist in vehicle control, further improving safety.

[0019] In another possible implementation, the processing unit is further configured to, in the event of a partial failure of the processing unit, obtain second trajectory correction information based on environmental information collected by the sensing device, and send the second trajectory correction information to the control unit. The control unit is further configured to control the vehicle based on the safety escape trajectory and the second trajectory correction information, the second trajectory correction information being used to correct the safety escape trajectory.

[0020] The second trajectory correction information can be auxiliary control information generated by the normal components (i.e., the non-failed components) in the processing unit based on environmental information collected by the sensing device, or it can be auxiliary control information obtained by the processing unit using its remaining computing power. This second trajectory correction information can reflect the vehicle's surrounding environment and can be used to correct the safety escape trajectory, thereby assisting in vehicle control.

[0021] Through the above implementation method, in the event of partial failure of the processing unit, the processing unit can utilize its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safety escape trajectory and the second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0022] In another possible implementation, the control unit is further configured to obtain first trajectory correction information based on environmental information collected by the sensing device. The processing unit is further configured to, in the event of partial failure of the processing unit, obtain second trajectory correction information based on the environmental information collected by the sensing device and send the second trajectory correction information to the control unit. The control unit is further configured to control the vehicle based on the safety escape trajectory, the first trajectory correction information, and the second trajectory correction information, wherein the first and second trajectory correction information are used to correct the safety escape trajectory.

[0023] Through the above implementation method, in the event of partial failure of the processing unit, the control unit can obtain first trajectory correction information based on the environmental information collected by the sensing device. The processing unit can then use its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment, provides richer trajectory correction information, and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safe escape trajectory with the first and second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safe escape trajectory, the first and second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0024] In one possible implementation, the first trajectory correction information includes obstacle information and / or spatial perception information.

[0025] Obstacles can include static obstacles (such as buildings, traffic signs, overpasses, etc.) and dynamic obstacles (such as pedestrians, other vehicles, etc.). Obstacle information can include the obstacle's location, speed, etc., and can be used to reflect the obstacle situation around the vehicle. Spatial perception information can be relevant information about the space around the vehicle, and can be used to reflect the road boundaries, drivable areas, etc.

[0026] Through the above implementation method, the first trajectory correction information includes obstacle information and / or spatial perception information. The obstacle information and / or spatial perception information can more accurately reflect the surrounding environment of the vehicle and be used to correct the safety escape trajectory, which can further improve the safety of the vehicle driving under abnormal conditions.

[0027] In one possible implementation, the second trajectory correction information includes environmental perception results.

[0028] Environmental perception results can be obtained by processing the environmental information collected by the sensing device using the remaining computing power of the processing unit. For example, environmental perception results may include information such as the location and speed of obstacles. Furthermore, environmental perception results may include information such as road boundaries and drivable areas.

[0029] Through the above implementation method, the second trajectory correction information includes environmental perception results, which can more accurately reflect the surrounding environment of the vehicle and be used to correct the safety escape trajectory, thereby further improving the safety of the vehicle when driving in abnormal conditions.

[0030] In one possible implementation, the safety escape trajectory includes a first safety escape trajectory and / or a second safety escape trajectory. The first safety escape trajectory instructs the vehicle to stop in its lane, and the second safety escape trajectory instructs the vehicle to pull over to the side of the road. When the safety escape trajectory includes both the first and second safety escape trajectories, the control unit is further configured to select a target escape trajectory from the first and second safety escape trajectories.

[0031] The first safety escape trajectory can be control information used to control the vehicle to stop at a safe position in the lane, and the second safety escape trajectory can be control information used to control the vehicle to stop at a safe position on the roadside.

[0032] Through the above implementation methods, the safety escape trajectory includes a first safety escape trajectory and / or a second safety escape trajectory. In the event of an abnormality in the processing unit, the control unit can control the vehicle to stop in the lane according to the first safety escape trajectory, or to stop on the side of the road according to the second safety escape trajectory. This provides multiple solutions for dealing with abnormal situations and helps to ensure that the vehicle can stop safely in abnormal situations.

[0033] In one possible implementation, the processing unit is further configured to predict the environmental information at the next moment based on the current environmental information, determine the first parking position based on the environmental information at the next moment, and perform trajectory planning to obtain a first safe escape trajectory. The first parking position is a location where there are no obstacles in the lane and the vehicle can reach it within a first time period.

[0034] The first parking position can be a safe parking location in this lane. The first duration can be the maximum duration a vehicle is allowed to stop in this lane under abnormal circumstances; that is, the vehicle must stop in this lane within the first duration after an abnormal situation occurs.

[0035] Through the above implementation method, the processing unit can determine a safe location in the lane where the vehicle can stop based on the environmental information around the vehicle, and plan a first safe escape trajectory. In abnormal situations, the control unit can control the vehicle to stop in the lane according to the first safe escape trajectory, so that the vehicle reaches a safe state.

[0036] In one possible implementation, the processing unit is further configured to predict the environmental information at the next moment based on the current environmental information, determine the second parking position based on the environmental information at the next moment, and perform trajectory planning to obtain a second safe escape trajectory. The second parking position is a location with no obstacles on the roadside and accessible to the vehicle within a second time period.

[0037] The second parking location can be a safe spot on the roadside where vehicles can park. The second time limit can be the maximum time a vehicle is allowed to pull over in case of an emergency; that is, the vehicle must pull over within the second time limit after an emergency occurs.

[0038] Through the above implementation method, the processing unit can determine a safe location for the vehicle to park on the roadside based on the environmental information around the vehicle, and plan a second safe escape route. In abnormal situations, the control unit can control the vehicle to park on the side of the road according to the second safe escape route, so that the vehicle reaches a safe state.

[0039] In one possible implementation, when a target escape trajectory is selected from a first safe escape trajectory and a second safe escape trajectory, the control unit is used to prioritize controlling the vehicle to pull over to the side of the road based on the second safe escape trajectory, and to predict the duration of the pullover. When the predicted duration of the pullover exceeds the second duration, the control unit controls the vehicle to stop in the current lane.

[0040] If the duration of parking on the side of the road exceeds the second specified duration, it can be considered that the parking time has exceeded the safe range, and it can be assumed that continuing to park on the side of the road may be unsafe. Therefore, the control unit can adjust the vehicle control scheme to keep the vehicle parked in the current lane to prevent potential safety issues from arising from continued parking on the side of the road.

[0041] Through the above implementation, when the safety escape trajectory includes a first safety escape trajectory and a second safety escape trajectory, the control unit controls the vehicle to prioritize parking along the second safety escape trajectory, thus reducing the impact on other vehicles in the lane. During the process of parking along the second safety escape trajectory, the control unit can also predict the parking time. If the predicted parking time exceeds the safe range, the vehicle control scheme can be adjusted in a timely manner to ensure the vehicle stops in the current lane, guaranteeing a safe stop.

[0042] In one possible implementation, the control unit is also configured to determine that the processing unit is abnormal when it has not received the main control information sent by the processing unit for a period of time exceeding a first time threshold.

[0043] Under normal operating conditions, the processing unit can send main control information to the control unit at regular intervals, and correspondingly, the control unit can receive main control information from the processing unit at regular intervals. The first time threshold can be the maximum time interval between two consecutive transmissions of main control information by the processing unit, or the maximum time interval between two consecutive receptions of main control information by the control unit. If the control unit fails to receive main control information from the processing unit beyond the first time threshold, the processing unit is considered to be malfunctioning.

[0044] Through the above implementation method, the control unit can determine the health status of the processing unit based on the reception of the main control information. When the control unit fails to receive the main control information from the processing unit for a period of time exceeding the first time threshold, it can be considered that the processing unit has not sent the main control information normally, thereby determining that the processing unit is abnormal.

[0045] In another possible implementation, the processing unit is further configured to report health information to the control unit. The control unit is further configured to determine that the processing unit is malfunctioning when the health information contains abnormal information.

[0046] The processing unit can detect its own health status and report health information to the control unit. Correspondingly, the control unit can receive health information from the processing unit, which can be used to indicate the processing unit's health status. When the health information contains abnormal information, the processing unit can be determined to be malfunctioning.

[0047] Through the above implementation method, the processing unit can actively report health information to the control unit. The control unit can judge the health status of the processing unit based on the health information reported by the processing unit. When the health information contains abnormal information, it can be considered that the processing unit has detected its own abnormality, and thus the processing unit can be judged to be abnormal.

[0048] In another possible implementation, the control unit is further configured to send first information to the processing unit. The processing unit is further configured to send second information in response to the first information to the control unit. The control unit is further configured to determine that the processing unit is malfunctioning if the second information is not received within a second time threshold.

[0049] A question-and-answer mechanism exists between the control unit and the processing unit. The control unit can send a first message to the processing unit at regular intervals, and the processing unit can receive the first message from the control unit at regular intervals. Under normal operating conditions, the processing unit can respond to each received first message and send back a second message, and the control unit can receive the second message from the processing unit at regular intervals.

[0050] The second time threshold can be the maximum time interval from when the control unit sends the first information to when the processing unit responds with the second information. If the control unit does not receive the second information from the processing unit after the second time threshold has elapsed since sending the first information, the processing unit can be determined to be malfunctioning.

[0051] Through the above implementation method, the control unit can send first information to the processing unit and determine the health status of the processing unit based on the reception of second information in response to the first information. When the control unit does not receive second information from the processing unit for a period of time exceeding the first time threshold, it can be considered that the processing unit has not provided normal feedback response information, thereby determining that the processing unit is abnormal.

[0052] Secondly, this application provides a vehicle control method, which includes:

[0053] The control unit receives the main control information and safety escape trajectory sent by the processing unit. This main control information and safety escape trajectory are generated by the processing unit based on the environmental information collected by the sensors.

[0054] When the processing unit is functioning normally, the control unit controls the vehicle based on the main control information; when the processing unit malfunctions, the control unit controls the vehicle based on the safe escape route.

[0055] Optionally, this vehicle control method is applied to a vehicle.

[0056] In one possible implementation, a processing unit malfunction includes either a complete failure of the processing unit or a partial failure of the processing unit.

[0057] In one possible implementation, the method further includes:

[0058] The control unit obtains the first trajectory correction information based on the environmental information collected by the sensing device;

[0059] In the event of a malfunction in the processing unit, the control unit controls the vehicle based on the safe escape trajectory and the first trajectory correction information, which is used to correct the safe escape trajectory.

[0060] In another possible implementation, the method further includes:

[0061] In the event of partial failure of the processing unit, the processing unit obtains the second trajectory correction information based on the environmental information collected by the sensing device and sends the second trajectory correction information to the control unit.

[0062] The control unit controls the vehicle based on the safe escape trajectory and the second trajectory correction information, which is used to correct the safe escape trajectory.

[0063] In yet another possible implementation, the method further includes:

[0064] The control unit obtains the first trajectory correction information based on the environmental information collected by the sensing device;

[0065] In the event of partial failure of the processing unit, the processing unit obtains the second trajectory correction information based on the environmental information collected by the sensing device and sends the second trajectory correction information to the control unit.

[0066] The control unit controls the vehicle based on the safe escape trajectory, the first trajectory correction information, and the second trajectory correction information. The first trajectory correction information and the second trajectory correction information are used to correct the safe escape trajectory.

[0067] In one possible implementation, the first trajectory correction information includes obstacle information and / or spatial perception information.

[0068] In one possible implementation, the second trajectory correction information includes environmental perception results.

[0069] In one possible implementation, the safety escape trajectory includes: a first safety escape trajectory and / or a second safety escape trajectory. The first safety escape trajectory is used to instruct the vehicle to stop in its lane, and the second safety escape trajectory is used to instruct the vehicle to pull over to the side of the road. The method further includes:

[0070] When the safe escape trajectory includes a first safe escape trajectory and a second safe escape trajectory, the control unit selects the target escape trajectory from the first safe escape trajectory and the second safe escape trajectory.

[0071] In one possible implementation, the method further includes:

[0072] The processing unit predicts the environmental information for the next moment based on the current environmental information, determines the first parking position based on the environmental information for the next moment, and performs trajectory planning to obtain the first safe escape trajectory. The first parking position is a location in the lane where there are no obstacles and the vehicle can reach it within a first time period.

[0073] In one possible implementation, the method further includes:

[0074] The processing unit predicts the environmental information for the next moment based on the current environmental information, determines the second parking position based on the environmental information for the next moment, and performs trajectory planning to obtain the second safe escape trajectory. The second parking position is a location with no obstacles on the roadside and accessible to the vehicle within the second time period.

[0075] In one possible implementation, the method further includes:

[0076] When selecting a target escape route from the first and second safe escape routes, the control unit prioritizes controlling the vehicle to pull over to the side of the road based on the second safe escape route and predicts the duration of the pullover. If the predicted duration of the pullover exceeds the second duration, the control unit controls the vehicle to stop in the current lane.

[0077] In one possible implementation, the method further includes:

[0078] If the control unit does not receive the main control information sent by the processing unit for a period of time exceeding the first time threshold, it determines that the processing unit is abnormal.

[0079] In another possible implementation, the method further includes:

[0080] The processing unit reports health information to the control unit;

[0081] When the health information contains abnormal information, the control unit determines that the processing unit is malfunctioning.

[0082] In yet another possible implementation, the method further includes:

[0083] The control unit sends the first information to the processing unit;

[0084] The processing unit sends a second message in response to the first message to the control unit;

[0085] If the control unit does not receive the second information after the second time threshold is exceeded, it determines that the processing unit is abnormal.

[0086] Thirdly, this application provides a vehicle control device including a processor coupled to a memory and executing computer programs or instructions in the memory to implement the methods described in the second aspect or any possible implementation thereof. Optionally, the vehicle control device further includes a memory. Optionally, the vehicle control device further includes a communication interface, and the processor is coupled to the communication interface.

[0087] Fourthly, this application provides a computer-readable storage medium storing a computer program or instructions that, when executed, cause the method described in the second aspect or any possible implementation thereof to be implemented.

[0088] Fifthly, this application provides a computer program product comprising a computer program or instructions that, when executed, cause the method described in the second aspect or any possible implementation thereof to be implemented.

[0089] Sixthly, this application provides a chip including a processor for executing computer programs or instructions, which, when executed, cause the methods described in the second aspect or any possible implementation thereof to be implemented. Optionally, the chip further includes a communication interface for receiving or transmitting signals.

[0090] In a seventh aspect, this application provides a chip including logic circuitry and an input / output interface. The logic circuitry is coupled to the input / output interface and transmits data through the input / output interface to perform the method described in the second aspect or any possible implementation thereof.

[0091] Eighthly, this application provides a vehicle that includes a vehicle control device as described in the first aspect or any possible embodiment of the first aspect.

[0092] The beneficial effects of the second to eighth aspects mentioned above can be referred to the description of the beneficial effects in the first aspect, and will not be repeated here.

[0093] Furthermore, in the process of performing the method described in the second aspect and any possible implementation thereof, the processes related to sending and / or receiving information in the above methods can be processes of the processor outputting information and / or the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) for transmission by the transceiver. After the information is output by the processor, it may need to undergo further processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo further processing before being input to the processor.

[0094] Based on the above principles, for example, the information sent in the aforementioned method can be information output by the processor. Similarly, the information received can be information received by the processor from input.

[0095] Optionally, in performing the methods described in the second aspect and any possible embodiments thereof, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on separate chips. This application does not limit the type of memory or the arrangement of the memory and processor. Attached Figure Description

[0096] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly described below.

[0097] Figure 1 is a structural schematic diagram of a vehicle provided in an embodiment of this application;

[0098] Figure 2 is a schematic diagram of another vehicle structure provided in an embodiment of this application;

[0099] Figure 3 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0100] Figure 4 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0101] Figure 5 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0102] Figure 6 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0103] Figure 7 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0104] Figure 8 is a structural schematic diagram of another vehicle control device provided in an embodiment of this application;

[0105] Figure 9 is a schematic diagram of the structure of a chip provided in an embodiment of this application. Detailed Implementation

[0106] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0107] In this application, the words "exemplarily" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0108] The terms "first," "second," etc., used in the embodiments of this application do not limit the quantity or order of execution, and "first," "second," etc., are not necessarily different. Furthermore, the terms "comprising," "including," and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0109] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0110] It should be understood that in this application, "at least one" means one or more, and "more than one" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can mean: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0111] It should be noted that in this application, "send" can be "output" and "receive" can be "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination; it does not restrict "send information to A" to necessarily being a direct transmission. Therefore, "send information to A" can also be "output information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A and receiving information indirectly from A through other devices; therefore, "receive information from A" can also be "input information from A".

[0112] Please refer to Figure 1, which is a schematic diagram of a vehicle structure provided in an embodiment of this application. The vehicle 100 includes a sensing device 101, a computing platform 102, and an execution device 103. The sensing device 101 is used to collect environmental information surrounding the vehicle 100. The computing platform 102 can be a device with computing capabilities, used to process the environmental information collected by the sensing device 101 to obtain control information, and send corresponding control commands to the execution device 103 to cause the execution device 103 to perform corresponding actions, thereby realizing the control of the vehicle 100.

[0113] For example, the computing platform 102 may include a first unit and a second unit, wherein the first unit is responsible for processing the environmental information collected by the sensing device 101 to obtain control information, and the second unit is responsible for sending corresponding control commands to the execution device 103. Optionally, the second unit may also process the environmental information collected by the sensing device 101 to obtain auxiliary control information. In one possible implementation, the first unit may be a system-on-chip (SoC), and the second unit may be a microcontroller unit (MCU).

[0114] For example, the sensing device 101 may include, but is not limited to, one or more of the following: a camera, a light detection and ranging (Lidar), an ultrasonic sensor (USS), a radar (radio detecting and ranging), and an intelligent front camera (IFC). The radar may be a millimeter-wave radar.

[0115] For example, the actuator 103 may include, but is not limited to, a drive unit, a braking unit, a transmission unit, a steering unit, and other units used to control the driving state of the vehicle 100.

[0116] It is understood that the structure of the vehicle in Figure 1 is only an exemplary implementation of the present application. The vehicle in the present application is not limited to the above structure, and may include more or fewer components as needed.

[0117] Optionally, as shown in Figure 1, the computing platform 102 can be installed in the vehicle 100. It should be noted that in other examples, the computing platform 102 may not be installed in the vehicle 100; for example, the computing platform 102 may be installed in a cloud server. This application embodiment does not limit this.

[0118] Please refer to Figure 2, which further illustrates the structure of vehicle 100 based on Figure 1. Vehicle 100 may include various subsystems, such as a driving system 202, a sensing system 204, a control system 206, one or more peripheral devices 208, a power supply 210, a computer system 212, and a user interface 216. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0119] The propulsion system 202 may include components that provide powered motion to the vehicle 100. In one embodiment, the propulsion system 202 may include an engine 218, an energy source 219, a transmission 220, and wheels 221. The engine 218 may be an internal combustion engine, an electric motor, an air-compressed engine, or other types of engine combinations, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air-compressed engine. The engine 218 converts the energy provided by the energy source 219 into mechanical energy.

[0120] Examples of energy sources 219 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. Energy source 219 may also provide energy to other systems of vehicle 100.

[0121] The transmission 220 can transmit mechanical power from the engine 218 to the wheels 221. The transmission 220 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 220 may also include other components, such as a clutch. The drive shaft may include one or more axles that can be coupled to one or more wheels 221.

[0122] Sensing system 204 may include several sensors for sensing information about the environment surrounding vehicle 100. For example, sensing system 204 may include a positioning system 222 (which may be a Global Positioning System, BeiDou Navigation Satellite System, or other positioning systems), an inertial measurement unit 224, a radar 226, a laser rangefinder 228, and a camera 230. Sensing system 204 may also include sensors for monitoring the internal systems of vehicle 100 (e.g., in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.). This detection and identification is a key function supporting the safe operation of vehicle 100.

[0123] The positioning system 222 can be used to estimate the geographical location of the vehicle 100. The inertial measurement unit 224 is used to sense changes in the position and orientation of the vehicle 100 based on inertial acceleration. In one embodiment, the inertial measurement unit 224 may be a combination of an accelerometer and a gyroscope.

[0124] Radar 226 can use radio signals to sense objects in the surrounding environment of vehicle 100. In some embodiments, in addition to sensing objects, radar 226 can also be used to sense the speed and / or direction of travel of objects.

[0125] The laser rangefinder 228 can use lasers to sense objects in the environment in which the vehicle 100 is located. In some embodiments, the laser rangefinder 228 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components.

[0126] Camera 230 can be used to capture multiple images of the surrounding environment of vehicle 100. Camera 230 can be a still camera or a video camera. The number of cameras 230 can be one or more.

[0127] The control system 206 controls the operation of the vehicle 100 and its components. The control system 206 may include various elements, including a steering system 232, a throttle 234, a braking unit 236, a computer vision system 240, a route control system 242, and an obstacle avoidance system 244.

[0128] The steering system 232 is operable to adjust the forward direction of the vehicle 100. For example, in one embodiment, it can be a steering wheel system.

[0129] Throttle 234 is used to control the operating speed of engine 218 and thus the speed of vehicle 100.

[0130] Braking unit 236 is used to control the deceleration of vehicle 100. Braking unit 236 can use friction to slow down wheel 221. In some embodiments, braking unit 236 can convert the kinetic energy of wheel 221 into electric current. Braking unit 236 may also take other forms to slow down the rotational speed of wheel 221 to control the speed of vehicle 100.

[0131] The computer vision system 240 can operate to process and analyze images captured by camera 230 to identify objects and / or features in the environment surrounding vehicle 100, and / or process and analyze data captured by radar 226. Objects and / or features may include traffic signals, road boundaries, and obstacles. The computer vision system 240 may use object recognition algorithms, structure from motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system 240 may be used to map the environment, track objects, estimate object velocities, etc. Optionally, the functionality of the computer vision system 240 may be implemented using the computing platform 102 in FIG. 1.

[0132] The route control system 242 is used to determine the driving route of the vehicle 100. In some embodiments, the route control system 242 may combine data from the sensor system 204 and one or more predetermined maps to determine the driving route for the vehicle 100. Optionally, the function of the route control system 242 can be implemented by the computing platform 102 in FIG1.

[0133] The obstacle avoidance system 244 is used to identify, assess and avoid or otherwise traverse potential obstacles in the environment of the vehicle 100.

[0134] In some embodiments, the control system 206 may add components other than those shown above, or may replace some of the components shown above with other components, or may reduce some of the components shown above.

[0135] Vehicle 100 interacts with external sensors, other vehicles, other computer systems, or users via peripheral devices 208. Peripheral devices 208 may include a wireless communication system 246, an onboard computer 248, a microphone 250, and / or a speaker 252.

[0136] In some embodiments, peripheral device 208 provides a means for a user of vehicle 100 to interact with user interface 216. For example, on-board computer 248 may provide information to a user of vehicle 100. User interface 216 may also operate on-board computer 248 to receive user input. On-board computer 248 may be operated via touchscreen. In other cases, peripheral device 208 may provide a means for vehicle 100 to communicate with other devices located within the vehicle. For example, microphone 250 may receive audio (e.g., voice commands or other audio input) from a user of vehicle 100. Similarly, speaker 252 may output audio to a user of vehicle 100.

[0137] The wireless communication system 246 can communicate wirelessly with one or more devices directly or via a communication network. For example, the wireless communication system 246 can use third-generation (3G) cellular communication, such as code division multiple access (CDMA), global system for mobile communications (GSM), or general packet radio service (GPRS), or fourth-generation (4G) cellular communication, such as long term evolution (LTE), or fifth-generation (5G) cellular communication. The wireless communication system 246 can communicate with a wireless local area network (WLAN) using wireless fidelity (Wi-Fi). In some embodiments, the wireless communication system 246 can communicate directly with devices using an infrared link, Bluetooth, or ZigBee protocol. The wireless communication system 246 may include one or more dedicated short-range communications (DSRC) devices, which may include public and / or private data communications between vehicles and / or roadside stations.

[0138] Power source 210 can provide power to various components of vehicle 100. In one embodiment, power source 210 can be a rechargeable lithium-ion or lead-acid battery. One or more such battery packs can be configured as a power source to provide power to various components of vehicle 100. In some embodiments, power source 210 and energy source 219 can be implemented together.

[0139] Some or all of the functions of vehicle 100 are controlled by computer system 212. Computer system 212 may include at least one processor 213, which executes instructions 215 stored in a non-transitory computer-readable medium such as memory 214. Computer system 212 may also be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.

[0140] Processor 213 can be any conventional processor, such as a commercially available central processing unit (CPU), or an application-specific integrated circuit (ASIC) or other hardware-based processor.

[0141] In the various embodiments described herein, the processor may be located remotely from the vehicle and may communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are executed on a processor located within the vehicle, while others are executed by a remote processor.

[0142] In some embodiments, memory 214 may contain instructions 215 (e.g., program logic) that can be executed by processor 213 to implement various functions of vehicle 100, including those described above. Memory 214 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the mobility system 202, sensing system 204, control system 206, and peripheral devices 208.

[0143] In addition to instructions 215, memory 214 may also store data, such as driving routes and other information. This information can be used by vehicle 100 and computer system 212 during operation of vehicle 100 in autonomous, semi-autonomous and / or manual modes.

[0144] User interface 216 is used to provide information to or receive information from a user of vehicle 100. In some embodiments, user interface 216 may include one or more input / output devices within a set of peripheral devices 208, such as wireless communication system 246, on-board computer 248, microphone 250, and speaker 252.

[0145] Computer system 212 can control the functions of vehicle 100 based on input received from various subsystems (e.g., driving system 202, sensing system 204, and control system 206) and from user interface 216. For example, computer system 212 can utilize input from control system 206 to control steering system 232 to avoid obstacles detected by sensing system 204 and obstacle avoidance system 244. In some embodiments, computer system 212 is operable to provide control over many aspects of vehicle 100 and its subsystems.

[0146] One or more of these components may be installed separately from or associated with vehicle 100. For example, memory 214 may exist partially or completely separately from vehicle 100. The components may be communicatively coupled together in a wired and / or wireless manner.

[0147] It should be understood that the above components are only an example. In actual applications, the components in the above modules may be added or deleted according to actual needs. Figure 2 should not be construed as a limitation on the embodiments of this application.

[0148] It is understood that the structure of the vehicle in Figure 2 is only an exemplary implementation in the embodiments of this application, and the vehicle in the embodiments of this application includes, but is not limited to, the above structure.

[0149] The vehicles in this application embodiment can include land vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the vehicle is a vehicle in a broad sense, which can be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. This application embodiment does not specifically limit the type of vehicle. Furthermore, the vehicle can be a means of transportation such as an airplane or a ship.

[0150] Based on the vehicle shown in Figures 1 and 2, in order to solve the problem mentioned in the background art that when the chip responsible for intelligent driving related calculations malfunctions, it cannot output vehicle control commands normally, which may cause safety accidents, the embodiments of this application propose the following solutions.

[0151] This application provides a vehicle control device. This vehicle control device can be applied to intelligent driving scenarios, including intelligent assisted driving, autonomous driving, and driverless driving, etc., and this application does not limit the application to these scenarios.

[0152] Please refer to Figure 3, which is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Exemplarily, the vehicle control device 300 can be applied to the vehicle 100 shown in Figure 1 above, and the vehicle control device 300 can correspond to the computing platform 102 in Figure 1 above.

[0153] As shown in Figure 3, the vehicle control device 300 includes a processing unit and a control unit. The processing unit and control unit can be software, hardware, or a combination of both. The descriptions of each unit are as follows:

[0154] The processing unit is used to generate main control information and safety escape trajectory based on the environmental information collected by the sensing device, and to send the main control information and safety escape trajectory to the control unit.

[0155] The environmental information can be the environmental information surrounding the vehicle, which is collected by the sensing device. For example, this environmental information may include relevant information about traffic participants (e.g., location, status), including static traffic participants (e.g., buildings, traffic signs, overpasses) and dynamic traffic participants (e.g., pedestrians, other vehicles). The main control information can be control information used to control the normal driving of the vehicle. The safe escape trajectory can be control information used to control the vehicle to stop at a safe location.

[0156] Optionally, the number of sensing devices can be one or more. For example, the number of sensing devices is multiple, including cameras, LiDAR, ultrasonic sensors, millimeter-wave radar, and smart forward-looking cameras.

[0157] In one possible implementation, the processing unit communicates with the sensing device to acquire environmental information collected by the sensing device, and then generates main control information and a safety escape trajectory based on the acquired environmental information.

[0158] It is understandable that as the surrounding environment of the vehicle changes, the environmental information collected by the sensors will also change accordingly, and the main control information and safety escape trajectory generated by the processing unit based on this environmental information may also be dynamically changing.

[0159] Optionally, the processing unit can periodically or non-periodically acquire environmental information collected by the sensing device, and generate main control information and a safety escape trajectory based on the acquired environmental information. For example, the processing unit can acquire environmental information collected by the sensing device every first time period, and generate main control information and a safety escape trajectory based on the acquired environmental information. The first time period can be set according to the actual situation or needs, and this application embodiment does not limit it.

[0160] After the processing unit generates the main control information and the safety escape trajectory, it can send the main control information and the safety escape trajectory to the control unit so that the control unit can control the vehicle according to the main control information and the safety escape trajectory.

[0161] Optionally, the number of control units can be one or more. When the vehicle control device 300 includes multiple control units, the processing unit can distribute the main control information and safety escape trajectory to each control unit through the same or different data transmission channels. These data transmission channels may include, but are not limited to, a controller area network (CAN) bus or an Ethernet cable. Each control unit can control a portion of the actuators in the vehicle; for example, one control unit may control the drive unit, another control unit may control the braking unit, yet another control unit may control the steering unit, and so on.

[0162] The control unit is used to control the vehicle based on the main control information when the processing unit is functioning normally, and to control the vehicle based on the safety escape trajectory when the processing unit malfunctions.

[0163] After receiving the main control information and safety escape trajectory from the processing unit, the control unit can select the appropriate control information from the main control information and safety escape trajectory to control the vehicle based on the health status of the processing unit. The health status of the processing unit can include both normal and abnormal conditions.

[0164] Under normal operating conditions, the processing unit can be considered to continuously provide reliable master control information to support normal vehicle operation. Therefore, in this case, the control unit can use the master control information for vehicle control. In one possible implementation, the control unit can send corresponding control commands to the relevant actuators of the vehicle based on the master control information to control the normal operation of the vehicle.

[0165] In the event of a processing unit malfunction, it can be assumed that the processing unit is unable to continuously provide reliable main control information to support normal vehicle operation. Therefore, emergency measures are required to avoid potential safety issues. In this situation, the control unit can use a safe escape trajectory for vehicle control. In one possible implementation, the control unit can send corresponding control commands to the relevant actuators of the vehicle based on the safe escape trajectory to control the vehicle to stop at a safe location.

[0166] In the above embodiments, the vehicle control device includes a processing unit and a control unit. Under normal conditions, the processing unit generates two types of control information based on the surrounding environment: a main control information for controlling normal vehicle movement and a safety escape trajectory for controlling the vehicle to stop at a safe location. The processing unit sends both types of control information to the control unit, which can select which type of control information to use for vehicle control based on the processing unit's health status. When the processing unit is functioning normally, the control unit can control the vehicle to drive normally based on the main control information. In the event of a processing unit malfunction, the control unit can control the vehicle to stop at a safe location based on the safety escape trajectory.

[0167] Through the above embodiments, under normal conditions, the processing unit generates not only main control information for controlling the vehicle's normal operation but also a safety escape trajectory for controlling the vehicle to stop at a safe location, and sends both the main control information and the safety escape trajectory to the control unit. When the processing unit malfunctions and is unable to continue providing main control information, the control unit can control the vehicle to stop at a safe location according to the safety escape trajectory, thereby achieving safe vehicle control even in the event of a processing unit malfunction. Furthermore, compared to using redundant design for the processing unit to cope with abnormal situations, the embodiments of this application do not require redundant processing units, thus helping to save costs in achieving safe vehicle control in the event of a processing unit malfunction.

[0168] In one possible implementation, a processing unit malfunction includes either a complete failure of the processing unit or a partial failure of the processing unit.

[0169] In a complete failure of the processing unit, all functions of the processing unit are disabled, making it impossible to continue providing information for vehicle control. In a partial failure, some functions of the processing unit are disabled, while others remain functional, allowing it to continue providing some information for vehicle control.

[0170] For example, the processing unit includes a first component and a second component, wherein the first component is used for route planning and the second component is used for data processing. If both the first and second components malfunction, the processing unit can be considered to have completely failed. If only a portion of the first and second components malfunction, while the other portion functions normally, the processing unit can be considered to have partially failed, and the normal components in the processing unit can still perform their corresponding functions.

[0171] For example, if the first component malfunctions while the second component functions normally, the first component cannot perform its function, but the second component can still process the environmental information collected by the sensor to obtain a perception result, which is used to assist in vehicle control. Alternatively, if the second component malfunctions while the first component functions normally, the second component cannot perform its function. In this case, the function of the second component can be switched to the first component; that is, the first component processes the environmental information collected by the sensor to obtain a perception result, which is then used to assist in vehicle control.

[0172] For example, the first component may include one or more CPU cores, and the second component may include one or more AI cores. When the first component includes multiple CPU cores, an anomaly in the first component can be that all CPU cores are abnormal, or that some CPU cores are abnormal while others are normal. It is understood that in the case where only some CPU cores are abnormal, the other normal CPU cores can still perform some functions. For example, this function could be to correct a planned route.

[0173] When the second component comprises multiple AI cores, an anomaly in the second component can be caused by all AI cores malfunctioning, or by a subset of AI cores malfunctioning while others function normally. Understandably, in the case of only a subset of AI cores malfunctioning, the remaining normal AI cores can still perform some functions. For example, this function could be processing image data acquired by a camera to achieve image-based target detection, or processing point cloud data acquired by a LiDAR to achieve point cloud-based target detection.

[0174] Optionally, some of the aforementioned functions can be determined based on functional computing power requirements, which include the computing power needed to implement each function. These functional computing power requirements can be pre-configured. Specifically, the processing unit can be equipped with a health management module. After detecting a partial failure of the processing unit, this health management module can assess the functions that the remaining computing power of the processing unit can support based on the functional computing power requirements, thereby determining the remaining functions that the processing unit can still implement.

[0175] Through the above implementation method, the abnormal situation of the processing unit is subdivided into two situations: complete failure of the processing unit and partial failure of the processing unit. In order to use the corresponding control information to control the vehicle in each situation, the reliability of vehicle control can be improved.

[0176] In one possible implementation, the control unit is further configured to: obtain first trajectory correction information based on environmental information collected by the sensing device; and, in the event of a complete failure of the processing unit, control the vehicle based on the safety escape trajectory and the first trajectory correction information, wherein the first trajectory correction information is used to correct the safety escape trajectory.

[0177] The first trajectory correction information can be auxiliary control information generated by the control unit based on environmental information collected by the sensing device. This first trajectory correction information can reflect the vehicle's surrounding environment and can be used to correct the safety escape trajectory, thereby assisting in vehicle control.

[0178] In one possible implementation, the control unit communicates with the sensing device to acquire environmental information collected by the sensing device, and then generates first trajectory correction information based on the acquired environmental information.

[0179] It is understandable that as the vehicle's surrounding environment changes, the environmental information collected by the sensors will also change accordingly, and the first trajectory correction information generated by the control unit based on this environmental information may also be dynamically changing.

[0180] Optionally, the control unit can periodically or non-periodically acquire environmental information collected by the sensing device and generate first trajectory correction information based on the acquired environmental information. For example, the control unit can acquire environmental information collected by the sensing device every second time interval and generate first trajectory correction information based on the acquired environmental information. The second time interval can be set according to actual conditions or needs, and this application embodiment does not limit it.

[0181] In the event of a malfunction in the processing unit, the control unit can control the vehicle to stop at a safe location according to the safe escape trajectory. During this process, the control unit can also obtain first trajectory correction information based on the environmental information collected by the sensing device, and correct the safe escape trajectory according to the first trajectory correction information to adapt to changes in the vehicle's surrounding environment.

[0182] For example, if there are no obstacles on the safety escape route, and the vehicle stops at a safe location along the safety escape route, if the first trajectory correction information indicates that an obstacle (such as another vehicle) has appeared on the safety escape route, the control unit can correct the safety escape route so that the vehicle can bypass the obstacle and stop at a safe location.

[0183] Through the above implementation method, in the event of a processing unit malfunction, the control unit can obtain first trajectory correction information based on environmental information collected by the sensing device, thus maintaining awareness of the vehicle's surrounding environment. The control unit can also combine the safety escape trajectory and the first trajectory correction information to control the vehicle. Therefore, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the first trajectory correction information can be used to assist in vehicle control, further improving safety.

[0184] In one possible implementation, the first trajectory correction information includes obstacle information and / or spatial perception information.

[0185] Obstacles can include static obstacles (such as buildings, traffic signs, overpasses, etc.) and dynamic obstacles (such as pedestrians, other vehicles, etc.). Obstacle information can include the obstacle's location, speed, etc., and can be used to reflect the obstacle situation around the vehicle. Spatial perception information can be relevant information about the space around the vehicle, and can be used to reflect the road boundaries, drivable areas, etc.

[0186] In one possible implementation, the sensing device includes a first type of sensing device, and the control unit obtains obstacle information based on environmental information (denoted as first environmental information) from the first type of sensing device. Optionally, the first type of sensing device includes one or more of ultrasonic radar, millimeter-wave radar, and intelligent forward-looking camera.

[0187] In one example, the first environmental information can be raw information collected by a first type of sensor (e.g., ultrasonic signals or millimeter-wave signals), which the control unit can process to obtain obstacle information. In another example, the first environmental information can be information obtained after processing the raw information collected by the first type of sensor (e.g., obstacle information), meaning the first type of sensor can directly provide obstacle information, allowing the control unit to directly obtain the obstacle information.

[0188] In another possible implementation, the sensing device includes a second type of sensing device, and the control unit obtains spatial perception information based on environmental information (denoted as second environmental information) from the second type of sensing device. Optionally, the second type of sensing device includes one or more of a camera and a lidar.

[0189] In one example, the second environmental information can be raw information (such as image data or point cloud data) collected by the second type of sensing device, which the control unit can process to obtain spatial perception information. In another example, the second environmental information can be information obtained after the second type of sensing device processes the raw information it collects (such as spatial perception information), meaning the second type of sensing device can directly provide spatial perception information, which the control unit can then directly obtain.

[0190] Through the above implementation method, the first trajectory correction information includes obstacle information and / or spatial perception information. The obstacle information and / or spatial perception information can more accurately reflect the surrounding environment of the vehicle and be used to correct the safety escape trajectory, which can further improve the safety of the vehicle driving under abnormal conditions.

[0191] In one possible implementation, the processing unit is further configured to: in the event of a partial failure of the processing unit, obtain second trajectory correction information based on environmental information collected by the sensing device, and send the second trajectory correction information to the control unit. The control unit is further configured to: control the vehicle based on the safety escape trajectory and the second trajectory correction information, wherein the second trajectory correction information is used to correct the safety escape trajectory.

[0192] The second trajectory correction information can be auxiliary control information generated by the normal components (i.e., the non-failed components) in the processing unit based on environmental information collected by the sensing device, or it can be auxiliary control information obtained by the processing unit using its remaining computing power. This second trajectory correction information can reflect the vehicle's surrounding environment and can be used to correct the safety escape trajectory, thereby assisting in vehicle control.

[0193] It is understandable that as the surrounding environment of the vehicle changes, the environmental information collected by the sensing device will also change accordingly, and the second trajectory correction information generated by the normal components in the processing unit based on this environmental information may also be dynamically changing.

[0194] Optionally, the normal components in the processing unit can periodically or non-periodically acquire environmental information collected by the sensing device, and generate second trajectory correction information based on the acquired environmental information. For example, the normal components in the processing unit can acquire environmental information collected by the sensing device every third time interval, and generate second trajectory correction information based on the acquired environmental information. The third time interval can be set according to actual conditions or needs, and this application embodiment does not limit it.

[0195] After the processing unit obtains the second trajectory correction information, it can send the second trajectory correction information to the control unit so that the control unit can use the second trajectory correction information to assist in vehicle control.

[0196] In the event of partial failure of the processing unit, the control unit can control the vehicle to stop at a safe location according to the safe escape trajectory. During this process, the processing unit can also use its remaining computing power to process the environmental information collected by the sensors to obtain second trajectory correction information. The control unit can also correct the safe escape trajectory according to the second trajectory correction information to adapt to changes in the vehicle's surrounding environment.

[0197] For example, if there are no obstacles on the safety escape route, and the vehicle stops at a safe location along the safety escape route, if the second trajectory correction information indicates that an obstacle (such as another vehicle) has appeared on the safety escape route, the control unit can correct the safety escape route so that the vehicle can bypass the obstacle and stop at a safe location.

[0198] Through the above implementation method, in the event of partial failure of the processing unit, the processing unit can utilize its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safety escape trajectory and the second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0199] It should be noted that, in addition to the above-mentioned intelligent driving scenarios, the embodiments of this application can also be applied to other scenarios with heterogeneous computing, such as the field of cloud computing. When the central processing unit (CPU), graphics processing unit (GPU), or neural network processing unit (NPU) of some servers in the system fails, the remaining system capacity can be used to provide simplified functions.

[0200] In one possible implementation, the second trajectory correction information includes environmental perception results.

[0201] The environmental perception results can be the results obtained by the processing unit using its remaining computing power to process the environmental information collected by the sensing device. For example, the environmental perception results may include information such as the location and speed of obstacles. Furthermore, the environmental perception results may include information such as road boundaries and drivable areas.

[0202] Through the above implementation method, the second trajectory correction information includes environmental perception results, which can more accurately reflect the surrounding environment of the vehicle and be used to correct the safety escape trajectory, thereby further improving the safety of the vehicle when driving in abnormal conditions.

[0203] In one possible implementation, the control unit is further configured to: obtain first trajectory correction information based on environmental information collected by the sensing device. The processing unit is further configured to: in the event of a partial failure of the processing unit, obtain second trajectory correction information based on the environmental information collected by the sensing device, and send the second trajectory correction information to the control unit. The control unit is further configured to: control the vehicle based on the safety escape trajectory, the first trajectory correction information, and the second trajectory correction information, wherein the first and second trajectory correction information are used to correct the safety escape trajectory.

[0204] The specific descriptions of the first trajectory correction information and the second trajectory correction information can be found in the relevant descriptions of the previous embodiments, and will not be repeated here.

[0205] In the event of partial failure of the processing unit, the control unit can control the vehicle to stop at a safe location according to the safe escape trajectory. During this process, the control unit can also obtain the first trajectory correction information based on the environmental information collected by the sensor. The processing unit can also use the remaining computing power to process the environmental information collected by the sensor to obtain the second trajectory correction information. The control unit can also correct the safe escape trajectory based on the first trajectory correction information and the second trajectory correction information to adapt to changes in the vehicle's surrounding environment.

[0206] For example, if there are no obstacles on the safety escape route, and the vehicle stops at a safe position along the safety escape route, if the first trajectory correction information and / or the second trajectory correction information indicate that an obstacle (such as another vehicle) has appeared on the safety escape route, the control unit can correct the safety escape route so that the vehicle can bypass the obstacle and stop at a safe position.

[0207] Through the above implementation method, in the event of partial failure of the processing unit, the control unit can obtain first trajectory correction information based on the environmental information collected by the sensing device. The processing unit can then use its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment, provides richer trajectory correction information, and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safe escape trajectory with the first and second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safe escape trajectory, the first and second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0208] In one possible implementation, the safety escape trajectory includes a first safety escape trajectory and / or a second safety escape trajectory, wherein the first safety escape trajectory is used to instruct the vehicle to stop in the current lane, and the second safety escape trajectory is used to instruct the vehicle to pull over to the side of the road. When the safety escape trajectory includes both the first and second safety escape trajectories, the control unit is further configured to select a target escape trajectory from the first and second safety escape trajectories.

[0209] The first safety escape trajectory can be control information used to control the vehicle to stop at a safe position in the lane, and the second safety escape trajectory can be control information used to control the vehicle to stop at a safe position on the roadside.

[0210] In one possible scenario, the safe escape trajectory may only include the first safe escape trajectory. For example, if the processing unit detects, based on environmental information surrounding the vehicle, that the lane itself has safe parking conditions, while the roadside does not, the processing unit may generate only the first safe escape trajectory. Therefore, in the event of a processing unit malfunction, the control unit can control the vehicle to stop in the lane according to the first safe escape trajectory.

[0211] In another possible scenario, the safety escape trajectory may only include the second safety escape trajectory. For example, if the processing unit detects, based on environmental information surrounding the vehicle, that the current lane does not meet safe parking conditions, but the roadside does, the processing unit may generate only the second safety escape trajectory. Therefore, in the event of a processing unit malfunction, the control unit can control the vehicle to pull over and park according to the second safety escape trajectory.

[0212] In another possible scenario, the safe escape trajectory includes a first safe escape trajectory and a second safe escape trajectory. For example, based on environmental information surrounding the vehicle, the processing unit detects that both the current lane and the roadside offer safe parking conditions. In this case, the processing unit can generate both a first and a second safe escape trajectory. When the safe escape trajectory includes both a first and a second safe escape trajectory, the control unit can select a target escape trajectory from either the first or the second. Therefore, in the event of a processing unit malfunction, the control unit can control the vehicle to stop in the current lane according to the first safe escape trajectory, or to pull over to the side of the road according to the second safe escape trajectory.

[0213] It should be noted that the number of first safety escape routes can be one or more, and the number of second safety escape routes can be one or more; this application embodiment does not limit this.

[0214] Through the above implementation methods, the safety escape trajectory includes a first safety escape trajectory and / or a second safety escape trajectory. In the event of an abnormality in the processing unit, the control unit can control the vehicle to stop in the lane according to the first safety escape trajectory, or to stop on the side of the road according to the second safety escape trajectory. This provides multiple solutions for dealing with abnormal situations and helps to ensure that the vehicle can stop safely in abnormal situations.

[0215] In one possible implementation, the processing unit is further configured to: predict the environmental information at the next moment based on the current environmental information, determine the first parking position based on the environmental information at the next moment and perform trajectory planning to obtain the first safe escape trajectory, wherein the first parking position is a position in the lane where there are no obstacles and the vehicle can reach it within a first time period.

[0216] The above embodiments provide a method for generating a first safe escape trajectory. The current environmental information can indicate the position and status of traffic participants around the vehicle at the current moment, and the next moment's environmental information can indicate the position and status of traffic participants around the vehicle at the next moment. The first parking position can be a safe parking position within the lane. The first duration can be the maximum duration a vehicle is allowed to park in the lane under abnormal circumstances; that is, the vehicle needs to stop in the lane within the first duration after an abnormal situation occurs. It should be understood that the first duration can be pre-agreed or pre-configured, and this application embodiment does not limit this.

[0217] For example, the processing unit can determine the starting position based on the vehicle's current position, and can also determine the first parking position and various safe positions between the starting position and the first parking position based on information such as the position and status of traffic participants around the vehicle at various times. Then, based on the starting position, the first parking position, and the various safe positions between the starting position and the first parking position, the first safe escape trajectory can be planned.

[0218] Through the above implementation method, the processing unit can determine a safe location in the lane where the vehicle can stop based on the environmental information around the vehicle, and plan a first safe escape trajectory. In abnormal situations, the control unit can control the vehicle to stop in the lane according to the first safe escape trajectory, so that the vehicle reaches a safe state.

[0219] In one possible implementation, the processing unit is further configured to: predict the environmental information at the next moment based on the current environmental information, determine the second parking position based on the environmental information at the next moment and perform trajectory planning to obtain the second safe escape trajectory, wherein the second parking position is a position with no obstacles on the roadside and that the vehicle can reach within the second time period.

[0220] The above implementation provides a method for generating a second safe escape trajectory. The current environmental information can indicate the position and status of traffic participants around the vehicle at the current moment, and the next-moment environmental information can indicate the position and status of traffic participants around the vehicle at the next moment. The second parking location can be a safe location on the roadside where vehicles can park. The second duration can be the maximum duration for which a vehicle is allowed to pull over in an abnormal situation; that is, the vehicle needs to pull over within the second duration after an abnormal situation occurs. It should be understood that the second duration can be pre-agreed or pre-configured, and this application embodiment does not limit this.

[0221] For example, the processing unit can determine the starting position based on the vehicle's current position, and can also determine the second parking position and various safe positions between the starting position and the second parking position based on information such as the position and status of traffic participants around the vehicle at various times. Then, based on the starting position, the second parking position, and the various safe positions between the starting position and the second parking position, a second safe escape trajectory can be planned.

[0222] Through the above implementation method, the processing unit can determine a safe location for the vehicle to park on the roadside based on the environmental information around the vehicle, and plan a second safe escape route. In abnormal situations, the control unit can control the vehicle to park on the side of the road according to the second safe escape route, so that the vehicle reaches a safe state.

[0223] In one possible implementation, when a target escape trajectory is selected from a first safe escape trajectory and a second safe escape trajectory, the control unit is used to prioritize controlling the vehicle to pull over to the side of the road based on the second safe escape trajectory, and to predict the duration of the pullover. When the predicted duration of the pullover exceeds the second duration, the control unit controls the vehicle to stop in the current lane.

[0224] When the safe escape trajectory includes a first safe escape trajectory and a second safe escape trajectory, the control unit can prioritize the second safe escape trajectory as the target escape trajectory, thereby controlling the vehicle to pull over to the side of the road first in abnormal situations according to the second safe escape trajectory.

[0225] During the process of the vehicle parking on the side of the road according to the second safe escape trajectory, the control unit can also predict the parking time periodically or non-periodically. When the predicted parking time exceeds the second time, it can be considered that the parking time exceeds the safe range, and it can be considered that the vehicle may be unsafe to continue parking on the side of the road. Therefore, the control unit can adjust the vehicle control scheme to make the vehicle stop in the current lane to prevent the safety problems that may occur if the vehicle continues to park on the side of the road.

[0226] Through the above implementation, when the safety escape trajectory includes a first safety escape trajectory and a second safety escape trajectory, the control unit controls the vehicle to prioritize parking along the second safety escape trajectory, thus reducing the impact on other vehicles in the lane. During the process of parking along the second safety escape trajectory, the control unit can also predict the parking time. If the predicted parking time exceeds the safe range, the vehicle control scheme can be adjusted in a timely manner to ensure the vehicle stops in the current lane, guaranteeing a safe stop.

[0227] In one possible implementation, the control unit is further configured to: determine that the processing unit is abnormal when no main control information is received from the processing unit for a period exceeding a first time threshold.

[0228] The above embodiments provide a method for determining the health status of a processing unit. When the processing unit is functioning normally, it can send main control information to the control unit at regular intervals; correspondingly, the control unit can receive main control information from the processing unit at regular intervals.

[0229] The first time threshold can be the maximum time interval between two consecutive transmissions of main control information by the processing unit, or the maximum time interval between two consecutive receptions of main control information by the control unit. If the control unit fails to receive main control information from the processing unit beyond the first time threshold, the processing unit is deemed to be malfunctioning. It should be understood that the first time threshold can be set according to actual circumstances or requirements, and this application embodiment does not limit this setting.

[0230] Through the above implementation method, the control unit can determine the health status of the processing unit based on the reception of the main control information. When the control unit fails to receive the main control information from the processing unit for a period of time exceeding the first time threshold, it can be considered that the processing unit has not sent the main control information normally, thereby determining that the processing unit is abnormal.

[0231] In another possible implementation, the processing unit is further configured to: report health information to the control unit. The control unit is further configured to: determine that the processing unit is malfunctioning when the health information contains abnormal information.

[0232] The above embodiments provide another way to determine the health status of the processing unit. The processing unit can detect its own health status and report health information to the control unit. Correspondingly, the control unit can receive the health information from the processing unit, which can be used to indicate the health status of the processing unit. When the health information contains abnormal information, it can be determined that the processing unit is abnormal.

[0233] Through the above implementation method, the processing unit can actively report health information to the control unit. The control unit can judge the health status of the processing unit based on the health information reported by the processing unit. When the health information contains abnormal information, it can be considered that the processing unit has detected its own abnormality, and thus the processing unit can be judged to be abnormal.

[0234] In another possible implementation, the control unit is further configured to: send first information to the processing unit. The processing unit is further configured to: send second information in response to the first information to the control unit. The control unit is further configured to: determine that the processing unit is malfunctioning if the second information is not received within a second time threshold.

[0235] The above implementation provides another method for determining the health status of the processing unit. A question-and-answer mechanism exists between the control unit and the processing unit. The control unit can send a first message to the processing unit at regular intervals, and correspondingly, the processing unit can receive the first message from the control unit at regular intervals. When the processing unit is functioning normally, it can respond to each received first message and send back a second message; correspondingly, the control unit can receive the second message from the processing unit at regular intervals.

[0236] The second time threshold can be the maximum time interval from when the control unit sends the first information to when the processing unit responds with the second information. If the control unit does not receive the second information from the processing unit after the second time threshold has elapsed since sending the first information, the processing unit can be deemed to be malfunctioning. It should be understood that the second time threshold can be set according to actual conditions or requirements, and this application embodiment does not limit it in this regard.

[0237] Through the above implementation method, the control unit can send first information to the processing unit and determine the health status of the processing unit based on the reception of second information in response to the first information. When the control unit does not receive second information from the processing unit for a period of time exceeding the first time threshold, it can be considered that the processing unit has not provided normal feedback response information, thereby determining that the processing unit is abnormal.

[0238] The vehicle control device of the present application embodiments has been described in detail above. The method embodiments involved in the present application embodiments are described below.

[0239] Please refer to Figure 4, which is a flowchart illustrating a vehicle control method provided in an embodiment of this application. The embodiment shown in Figure 4 uses a processing unit and a control unit as the main interacting entities to illustrate the method.

[0240] As shown in Figure 4, the vehicle control method may include, but is not limited to, the following steps S401 to S403.

[0241] S401, the processing unit generates main control information and safety escape trajectory based on the environmental information collected by the sensing device.

[0242] S402, the processing unit sends the main control information and safety escape trajectory to the control unit, and correspondingly, the control unit receives the main control information and safety escape trajectory from the processing unit.

[0243] S403, the control unit controls the vehicle according to the main control information when the processing unit is normal, and controls the vehicle according to the safety escape trajectory when the processing unit is abnormal.

[0244] In one possible implementation, a processing unit malfunction includes either a complete failure of the processing unit or a partial failure of the processing unit.

[0245] In one possible implementation, the safety escape trajectory includes a first safety escape trajectory and / or a second safety escape trajectory, wherein the first safety escape trajectory is used to instruct the vehicle to stop in the current lane, and the second safety escape trajectory is used to instruct the vehicle to pull over to the side of the road. When the safety escape trajectory includes both the first and second safety escape trajectories, the control unit selects the target escape trajectory from the first and second safety escape trajectories.

[0246] In one possible implementation, the processing unit predicts the environmental information at the next moment based on the current environmental information, determines the first parking position based on the environmental information at the next moment, and performs trajectory planning to obtain the first safe escape trajectory. The first parking position is a position where there are no obstacles in the lane and the vehicle can reach it within a first time period.

[0247] In one possible implementation, the processing unit predicts the environmental information at the next moment based on the current environmental information, determines the second parking position based on the environmental information at the next moment, and performs trajectory planning to obtain the second safe escape trajectory. The second parking position is a position where there are no obstacles on the roadside and the vehicle can reach it within the second time period.

[0248] In one possible implementation, when a target escape trajectory is selected from a first safe escape trajectory and a second safe escape trajectory, the control unit prioritizes controlling the vehicle to pull over to the side of the road based on the second safe escape trajectory and predicts the duration of the pullover. When the predicted duration of the pullover exceeds the second duration, the control unit controls the vehicle to stop in the current lane.

[0249] In one possible implementation, the control unit determines that the processing unit is abnormal when it fails to receive the main control information sent by the processing unit for a period of time exceeding a first time threshold.

[0250] In one possible implementation, the processing unit reports health information to the control unit, and the control unit receives the health information from the control unit accordingly. When the health information contains abnormal information, the control unit determines that the processing unit is malfunctioning.

[0251] In one possible implementation, the control unit sends first information to the processing unit, and the processing unit receives the first information from the control unit. The processing unit then sends second information in response to the first information to the control unit, and the control unit receives the second information from the processing unit. If the control unit does not receive the second information for a period exceeding a second time threshold, it determines that the processing unit is malfunctioning.

[0252] It should be understood that the specific description of the above method embodiments can be found in the relevant descriptions in the preceding device embodiments, and will not be repeated here. Through the above method embodiments, in normal operation, the processing unit generates not only main control information for controlling the normal driving of the vehicle, but also a safety escape trajectory for controlling the vehicle to stop at a safe location, and sends both the main control information and the safety escape trajectory to the control unit. When the processing unit malfunctions and cannot continue to provide main control information, the control unit can control the vehicle to stop at a safe location according to the safety escape trajectory, thereby achieving safe vehicle control even in the event of a processing unit malfunction. Furthermore, compared to using redundant design for the processing unit to cope with abnormal situations, the embodiments of this application do not require redundant processing units, thus helping to save costs in achieving safe vehicle control in the event of a processing unit malfunction.

[0253] Please refer to Figure 5, which is a flowchart illustrating another vehicle control method provided in an embodiment of this application. The embodiment shown in Figure 5 uses a processing unit and a control unit as the main interacting entities to illustrate the method.

[0254] As shown in Figure 5, the vehicle control method may include, but is not limited to, the following steps S501 to S504.

[0255] S501, the processing unit generates main control information and safety escape trajectory based on the environmental information collected by the sensing device.

[0256] S502, the processing unit sends the main control information and safety escape trajectory to the control unit, and correspondingly, the control unit receives the main control information and safety escape trajectory from the processing unit.

[0257] S503, the control unit obtains the first trajectory correction information based on the environmental information collected by the sensing device.

[0258] S504: In the event of a malfunction in the processing unit, the control unit controls the vehicle based on the safe escape trajectory and the first trajectory correction information.

[0259] In one possible implementation, the first trajectory correction information includes obstacle information and / or spatial perception information.

[0260] It should be understood that the specific description of the above method embodiments can be referred to the relevant descriptions in the preceding device embodiments, and will not be repeated here. Through the above method embodiments, in the event of a processing unit malfunction, the control unit can obtain first trajectory correction information based on the environmental information collected by the sensing device, thus maintaining awareness of the vehicle's surrounding environment. The control unit can also combine the safety escape trajectory and the first trajectory correction information to control the vehicle. Therefore, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the first trajectory correction information can be used to assist in vehicle control, further improving safety.

[0261] Please refer to Figure 6, which is a flowchart illustrating another vehicle control method provided in an embodiment of this application. The embodiment shown in Figure 6 uses a processing unit and a control unit as the main interacting entities to illustrate the method.

[0262] As shown in Figure 6, the vehicle control method may include, but is not limited to, the following steps S601 to S605.

[0263] S601, the processing unit generates main control information and safety escape trajectory based on the environmental information collected by the sensing device.

[0264] S602, the processing unit sends the main control information and safety escape trajectory to the control unit, and correspondingly, the control unit receives the main control information and safety escape trajectory from the processing unit.

[0265] S603, in the event of a partial failure of the processing unit, the processing unit obtains second trajectory correction information based on the environmental information collected by the sensing device.

[0266] S604, the processing unit sends the second trajectory correction information to the control unit, and correspondingly, the control unit receives the second trajectory correction information from the processing unit.

[0267] S605, the control unit controls the vehicle based on the safe escape trajectory and the second trajectory correction information.

[0268] In one possible implementation, the second trajectory correction information includes environmental perception results.

[0269] It should be understood that the specific description of the above method embodiments can be found in the relevant descriptions in the preceding device embodiments, and will not be repeated here. Through the above method embodiments, in the event of partial failure of the processing unit, the processing unit can utilize its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safety escape trajectory and the second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safety escape trajectory, the second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0270] Please refer to Figure 7, which is a flowchart illustrating another vehicle control method provided in an embodiment of this application. The embodiment shown in Figure 7 uses a processing unit and a control unit as the main interacting entities to illustrate the method.

[0271] As shown in Figure 7, the vehicle control method may include, but is not limited to, the following steps S701 to S706.

[0272] S701, the processing unit generates main control information and safety escape trajectory based on the environmental information collected by the sensing device.

[0273] S702, the processing unit sends the main control information and safety escape trajectory to the control unit, and correspondingly, the control unit receives the main control information and safety escape trajectory from the processing unit.

[0274] S703, the control unit obtains the first trajectory correction information based on the environmental information collected by the sensing device.

[0275] S704, In the event of a partial failure of the processing unit, the processing unit obtains second trajectory correction information based on the environmental information collected by the sensing device.

[0276] S705, the processing unit sends the second trajectory correction information to the control unit, and correspondingly, the control unit receives the second trajectory correction information from the processing unit.

[0277] S706, the control unit controls the vehicle based on the safe escape trajectory, the first trajectory correction information and the second trajectory correction information.

[0278] It should be understood that the specific description of the above method embodiments can be referred to the relevant descriptions in the preceding device embodiments, and will not be repeated here. Through the above method embodiments, in the event of partial failure of the processing unit, the control unit can obtain first trajectory correction information based on the environmental information collected by the sensing device. The processing unit can utilize its remaining computing power to process the environmental information collected by the sensing device to obtain second trajectory correction information. This maintains awareness of the vehicle's surrounding environment, obtains richer trajectory correction information, and fully utilizes the processing unit, reducing wasted computing power. The control unit can combine the safe escape trajectory with the first and second trajectory correction information to control the vehicle. Thus, during the process of the vehicle stopping at a safe location according to the safe escape trajectory, the first and second trajectory correction information can be used to assist in vehicle control, further improving safety.

[0279] Please refer to Figure 8, which is a schematic diagram of another vehicle control device provided in an embodiment of this application. The vehicle control device 800 may include a memory 801 and a processor 802. Further optionally, the vehicle control device 800 may also include a communication interface 803 and a bus 804. The memory 801, processor 802, and communication interface 803 are interconnected via the bus 804. The communication interface 803 is used for data interaction with other devices.

[0280] The memory 801 provides storage space, which can store data such as the operating system and computer programs. The processor 802 is a module that performs arithmetic and logical operations, and can be one or a combination of processing modules such as a central processing unit (CPU), graphics processing unit (GPU), or microprocessor unit (MPU). The processor 802 can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0281] The processor 802 can call the computer program stored in the memory 801 to execute the method steps in the above method embodiments. For details, please refer to the previous method embodiments, which will not be repeated here.

[0282] For cases where the vehicle control device can be a chip or a chip system, please refer to the schematic diagram of the chip structure shown in Figure 9.

[0283] As shown in Figure 9, chip 900 includes processor 901 and interface 902. There can be one or more processors 901, and multiple interfaces 902. It should be noted that the functions of processor 901 and interface 902 can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0284] Optionally, the chip 900 may also include a memory 903 for storing necessary program instructions and data.

[0285] In this application, processor 901 can be used to call the implementation program of one or more embodiments of the vehicle control method provided in this application from memory 903, and execute the instructions contained in the program. Interface 902 can be used to output the execution result of processor 901. In this application, interface 902 can be specifically used to output various messages or information of processor 901.

[0286] For vehicle control methods provided by one or more embodiments of this application, please refer to the above-described method embodiments, which will not be repeated here.

[0287] This application also provides a vehicle, which includes the vehicle control device 300, vehicle control device 800, or chip 900 described above.

[0288] This application also provides a computer-readable storage medium storing a computer program or instructions that, when executed on a processor, can implement the methods shown in the above-described method embodiments.

[0289] This application also provides a computer program product, which includes a computer program or instructions that, when run on a processor, can implement the methods shown in the above-described method embodiments.

[0290] It should be understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be a hard disk drive (HDD), a solid-state drive (SSD), a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memories described herein are intended to include, but are not limited to, these and any other suitable types of memory.

[0291] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0292] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0293] In addition, the functional units in the various embodiments of this application can be integrated into one unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0294] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control device, characterized in that, Applied in vehicles, the vehicle control device includes: a processing unit and a control unit; The processing unit is used to generate main control information and a safety escape trajectory based on the environmental information collected by the sensing device, and to send the main control information and the safety escape trajectory to the control unit. The control unit is used to control the vehicle according to the main control information when the processing unit is functioning normally, and to control the vehicle according to the safety escape trajectory when the processing unit is malfunctioning.

2. The apparatus according to claim 1, characterized in that, The processing unit malfunction includes: the processing unit completely failing, or the processing unit partially failing.

3. The apparatus according to claim 2, characterized in that, The control unit is also used for: Based on the environmental information collected by the sensing device, first trajectory correction information is obtained; and In the event of an malfunction in the processing unit, the vehicle is controlled based on the safety escape trajectory and the first trajectory correction information, wherein the first trajectory correction information is used to correct the safety escape trajectory.

4. The apparatus according to claim 2, characterized in that: The processing unit is further configured to, in the event of partial failure of the processing unit, obtain second trajectory correction information based on the environmental information collected by the sensing device, and send the second trajectory correction information to the control unit; The control unit is further configured to control the vehicle based on the safety escape trajectory and the second trajectory correction information, wherein the second trajectory correction information is used to correct the safety escape trajectory.

5. The apparatus according to claim 2, characterized in that: The control unit is further configured to obtain first trajectory correction information based on the environmental information collected by the sensing device; The processing unit is further configured to, in the event of partial failure of the processing unit, obtain second trajectory correction information based on the environmental information collected by the sensing device, and send the second trajectory correction information to the control unit; The control unit is further configured to control the vehicle based on the safety escape trajectory, the first trajectory correction information, and the second trajectory correction information, wherein the first trajectory correction information and the second trajectory correction information are used to correct the safety escape trajectory.

6. The apparatus according to any one of claims 3 to 5, characterized in that, The first trajectory correction information includes obstacle information and / or spatial perception information; and / or, the second trajectory correction information includes environmental perception results.

7. The apparatus according to any one of claims 1 to 6, characterized in that, The safety escape trajectory includes: a first safety escape trajectory and / or a second safety escape trajectory, wherein the first safety escape trajectory is used to instruct the vehicle to stop in this lane, and the second safety escape trajectory is used to instruct the vehicle to pull over to the side of the road; When the safety escape trajectory includes the first safety escape trajectory and the second safety escape trajectory, the control unit is further configured to select a target escape trajectory from the first safety escape trajectory and the second safety escape trajectory.

8. The apparatus according to claim 7, characterized in that, The processing unit is also used for: Based on the current environmental information, predict the environmental information for the next moment; based on the environmental information for the next moment, determine the first parking position and perform trajectory planning to obtain the first safe escape trajectory, wherein the first parking position is a position where there are no obstacles in the lane and the vehicle can reach it within a first time period; and / or, Based on the current environmental information, predict the environmental information for the next moment, determine the second parking position based on the environmental information for the next moment, and perform trajectory planning to obtain the second safe escape trajectory. The second parking position is a position with no obstacles on the roadside and that the vehicle can reach within a second time period.

9. The apparatus according to claim 7 or 8, characterized in that, When a target escape trajectory is selected from the first safety escape trajectory and the second safety escape trajectory, the control unit is used to prioritize controlling the vehicle to pull over to the side of the road based on the second safety escape trajectory, and to predict the duration of the pullover. When the predicted duration of the pullover exceeds the second duration, the control unit controls the vehicle to stop in the current lane.

10. The apparatus according to any one of claims 1 to 9, characterized in that, The control unit is further configured to determine that the processing unit is abnormal when it fails to receive main control information from the processing unit for a period exceeding a first time threshold; or, The processing unit is further configured to report health information to the control unit, and the control unit is further configured to determine that the processing unit is abnormal when the health information contains abnormal information; or, The control unit is further configured to send first information to the processing unit, the processing unit is further configured to send second information in response to the first information to the control unit, and the control unit is further configured to determine that the processing unit is abnormal when the second information is not received for a period of time exceeding a second time threshold.

11. A vehicle, characterized in that, Includes the vehicle control device according to any one of claims 1 to 10.

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