Vehicle control method and related apparatus

Abstract

A vehicle control method and a related apparatus, which are applied to a vehicle in a lane centering control (LCC) scenario. The method comprises: acquiring driving direction indication information of a lane in which a vehicle is located (S501); generating a first driving decision on the basis of the driving direction indication information (S502), the first driving decision being used for controlling driving behavior of the vehicle at a first intersection, and the first intersection being an intersection in front of the vehicle. The present method, for a vehicle in an LCC scenario which does not use a global navigation recommendation system, can more accurately determine driving direction indication information corresponding to a lane in which the vehicle is located on the basis of sensed static information about the lane, thereby generating a correct driving decision, controlling the vehicle to drive according to the driving direction indication information corresponding to the lane when the vehicle is at the intersection, supporting the lane centering control function for non-straight passing intersections, and making it possible to reduce driving safety risks.

Description

Vehicle control method and related device

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on March 6, 2024, with application number 202410266767.2 and application name “Vehicle Control Method and Related Devices”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of intelligent driving technology, and in particular to a vehicle control method and related devices. Background Art

[0003] A road intersection (also known as a road junction) is the intersection of two or more roads. Its shapes include, but are not limited to, T-shaped, Y-shaped, cross-shaped, X-shaped, and circular. It is a necessary place for vehicles and pedestrians to converge, turn, and evacuate. Traffic lights (also known as traffic lights) are usually installed at road intersections. Controlled by a traffic signal controller, traffic lights guide vehicles and pedestrians through the intersection safely and orderly. They are an important tool for strengthening road traffic management, reducing traffic accidents, improving road efficiency, and improving traffic conditions.

[0004] In the current assisted driving technology solutions, for systems that use global navigation recommendations, when a vehicle passes through an intersection, the vehicle's driving behavior at the intersection is mainly decided based on navigation path planning.

[0005] However, vehicles in lane centering control (LCC) scenarios do not use the system recommended by the global navigation and are unable to make decisions about the vehicle's driving behavior at intersections based on navigation path planning, which may lead to driving safety risks. Summary of the Invention

[0006] The embodiments of the present application provide a vehicle control method and related devices, which can determine the vehicle's driving behavior at intersections and reduce driving safety risks for vehicles that do not use the global navigation recommendation system in the LCC scenario.

[0007] In a first aspect, embodiments of the present application provide a vehicle control method for a vehicle in a lane centering (LCC) scenario. The vehicle control method comprises: obtaining driving direction indication information for the lane in which the vehicle is located, and generating a first driving decision based on the driving direction indication information. The first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.

[0008] In the embodiment of the present application, for vehicles in LCC scenarios that do not use the global navigation recommendation system, it is impossible to make driving decisions at intersections based on navigation route planning, and thus the lane centering function for non-straight intersections is not supported. However, in the embodiment of the present application, corresponding driving decisions are generated based on the driving direction indication information of the vehicle's lane, and the vehicle's driving behavior at intersections is controlled, supporting the lane centering function for non-straight intersections. By making correct driving decisions, driving safety risks can be reduced.

[0009] Alternatively, the driving direction information for the lane in which the vehicle is located can be understood as broadly static lane information perceived by the vehicle, including, but not limited to, lane markings, lane guide arrows, lane direction signage, and so on, which are not listed in detail in the present embodiment. By combining multiple types of perceived lane static information, the driving direction information corresponding to the lane in which the vehicle is located can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.

[0010] In a possible implementation of the first aspect, the vehicle control method further includes: obtaining traffic light information at a first intersection. Generating a first driving decision based on the driving direction indication information includes: determining the type of lane in which the vehicle is located based on the driving direction indication information; if the vehicle's lane is a composite lane including left and right turns, determining first traffic light information at the first intersection based on the color state and / or countdown information in the traffic light information; and generating a first driving decision based on the first traffic light information, the first driving decision being used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first traffic light information or to brake before the first intersection.

[0011] In an embodiment of the present application, when it is determined that the lane where the vehicle is located is a composite lane including left turns and right turns, the scenario can be considered as a scenario with unknown driving intention. At this time, the first traffic light information of the first intersection is determined based on the color status and / or countdown information of the traffic light. The first traffic light can be understood as a conservative light. For example, when the traffic light corresponding to the left-turn lane is a circular red color and the traffic light corresponding to the right-turn lane is a circular green color, the circular red traffic light corresponding to the left-turn lane is determined as the first traffic light information of the first intersection, and a first driving decision is generated based on the first traffic light information. The vehicle is controlled to brake before the first intersection according to the first traffic light information and wait for the circular red traffic light to turn green before turning left. For another example, when the traffic light corresponding to the left-turn lane is green with a countdown of 5 seconds, and the traffic light corresponding to the right-turn lane is green with a countdown of 20 seconds, the traffic light corresponding to the right-turn lane with a countdown of 20 seconds is determined as the first traffic light information of the first intersection, that is, the traffic light with the longest allowed passage time is selected as the first traffic light information, and a first driving decision is generated based on the first traffic light information, controlling the vehicle to turn right through the first intersection according to the driving direction corresponding to the first traffic light information. Through the embodiments of the present application, when the turning intention is unknown, it is possible to conservatively select the traffic light, comply with the traffic rules set at the first intersection, and reduce the safety risk of running a red light.

[0012] In a possible implementation of the first aspect, the generating of the first driving decision based on the driving direction indication information includes: determining the type of lane in which the vehicle is located based on the driving direction indication information; when the lane in which the vehicle is located is a one-way turn lane, generating a first driving decision for controlling the vehicle to drive in the driving direction indicated by the one-way turn lane at the first intersection; or, when the lane in which the vehicle is located is a composite lane including straight driving, generating a first driving decision for controlling the vehicle to drive straight at the first intersection; or, when the lane in which the vehicle is located is a composite lane including left turns and U-turns, generating a first driving decision for controlling the vehicle to turn left at the first intersection; or, when the lane in which the vehicle is located does not include a driving direction indication, generating a first driving decision for controlling the vehicle to drive straight at the first intersection.

[0013] In an embodiment of the present application, when the first driving decision is generated only based on the driving direction indication information, the type of lane in which the vehicle is located is first determined based on the driving direction indication information, and then the corresponding first driving decision is generated based on the type of lane in which the vehicle is located. The vehicle is controlled to drive according to the type of lane in which the vehicle is located at the first intersection. By deciding the correct driving behavior, the problem of driving safety risks can be reduced.

[0014] In a possible implementation of the first aspect, the above-mentioned vehicle control method also includes: obtaining the driver's driving steering intention information; the above-mentioned generating a first driving decision based on the driving direction indication information includes: generating a first driving decision based on the driving direction indication information and the driving steering intention information.

[0015] In the implementation mode of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, corresponding driving decisions are generated based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information to control the vehicle's driving behavior at the intersection, and support the lane centering function for non-straight-across intersections. By deciding the correct driving behavior, the problem of driving safety risks can be reduced.

[0016] Optionally, the driver's steering intention information can be understood as a series of actions the driver takes regarding straight or non-straight driving when facing the intersection ahead, including, but not limited to, lever information, steering wheel information, etc., which are not listed one by one in the embodiments of this application. By integrating the driving direction indication information of the perceived lane and the driver's steering intention information, the vehicle's corresponding driving intention can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.

[0017] In a possible implementation of the first aspect, the generating of the first driving decision based on the driving direction indication information and the driving steering intention information includes: generating the first driving decision based on the driving direction indication information and the driving steering intention information when the vehicle meets the turning conditions.

[0018] In an embodiment of the present application, when a corresponding first driving decision is generated based on the driving direction indication information of the lane in which the vehicle is located and the driver's driving steering intention information, the driver's driving steering intention information can be understood in multiple ways. On the one hand, when the vehicle meets the turning conditions, the driver's driving steering intention information when facing the intersection ahead can be understood as turning. On the other hand, when the vehicle does not meet the turning conditions, the driver's driving steering intention information when facing the intersection ahead can be understood as changing lanes. When the driver's driving steering intention information is understood as turning, in other words, when the vehicle meets the turning conditions, the first driving decision is generated based on the driving direction indication information and the driving steering intention information. When the driver's driving steering intention information is understood as changing lanes, in other words, when the vehicle does not meet the turning conditions, the first driving decision is generated based on the driving direction indication information.

[0019] Through the embodiments of the present application, the driving steering intention information is understood as changing lanes or turning, and corresponding different methods are adopted to generate driving decisions, which can improve the accuracy of driving decisions and ensure the safety of the vehicle at the first intersection.

[0020] In a possible implementation of the first aspect, the above-mentioned turning condition includes at least one of the following: the distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.

[0021] In the embodiments of the present application, when the distance between the vehicle and the first intersection is less than a first threshold, the vehicle is deemed to have the distance and time to approach the first intersection and to execute a turn, thus meeting the turning condition. It is understood that the first threshold is not a fixed value and can be adjusted based on different application scenarios. When the steering operation force corresponding to the driving steering intention information is greater than a second threshold, the steering intention can be considered significant, and the driving intention information is further deemed to be a turn, thus meeting the turning condition. It is understood that the steering operation force can refer to the steering lever force or the steering wheel force.

[0022] In a possible implementation of the first aspect, the above-mentioned generating a first driving decision based on the above-mentioned driving direction indication information and the driving steering intention information includes: determining the type of lane in which the vehicle is located according to the driving direction indication information; when the driving steering intention information indicates a right turn and the lane in which the vehicle is located is a lane that includes a right turn, generating a first driving decision for controlling the vehicle to turn right at the first intersection; or, when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn, generating a first driving decision for controlling the vehicle to turn left at the first intersection; or, when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a U-turn but does not include a left turn, generating a first driving decision for controlling the vehicle to turn around at the first intersection.

[0023] In this embodiment of the present application, when the driver's steering intention information is acquired and the vehicle meets the steering conditions, the driving direction indication information and the steering intention information are combined to generate a first driving decision. For vehicles in LCC scenarios that do not utilize a global navigation recommendation system, the fusion of the lane-perceived driving direction indication information and the driver's steering intention information can more accurately determine the vehicle's corresponding driving intention, thereby generating a correct first driving decision, instructing the vehicle to follow the vehicle's corresponding driving intention at the first intersection and reducing driving safety risks.

[0024] In a possible implementation of the first aspect, the vehicle control method further includes: acquiring traffic light information at the first intersection; and generating a second driving decision based on the traffic light information at the first intersection and the first driving decision.

[0025] In an embodiment of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, a corresponding second driving decision is generated based on the first driving decision and the traffic light information at the first intersection to control the vehicle's driving behavior at the intersection. By deciding the correct driving behavior, the risk of running a red light can be reduced and the traffic rules set at the first intersection can be complied with.

[0026] Optionally, the traffic light information at the first intersection may include, but is not limited to, traffic light information set at the first intersection, for guiding vehicles and pedestrians to pass through the first intersection safely and orderly.

[0027] Through the embodiments of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, the fusion of the driving direction indication information of the perceived lane, the driver's driving steering intention information and the traffic light information at the first intersection can more accurately determine the vehicle's corresponding driving intention, generate a correct second driving decision that complies with traffic rules, control the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.

[0028] In a possible implementation of the first aspect, the generating of the second driving decision based on the traffic light information at the first intersection and the first driving decision includes: when the first driving decision is non-straight driving, determining the second traffic light information at the first intersection corresponding to the first driving decision; generating the second driving decision based on the second traffic light information, the second driving decision being used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection.

[0029] In an embodiment of the present application, when the generated first driving decision is a non-straight-ahead decision (e.g., a left turn, a right turn, or a U-turn), the second traffic light information at the first intersection corresponding to the first driving decision is determined, and the vehicle is controlled to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection based on the second traffic light information. Through the embodiment of the present application, when the first driving decision is a non-straight-ahead decision, a correct second driving decision that complies with traffic rules can be generated, and the vehicle can be controlled to travel in the driving direction corresponding to the first driving decision at the first intersection and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.

[0030] In a possible implementation of the first aspect, the above-mentioned vehicle control method also includes: when the first driving decision is non-straight driving, generating a third driving decision, the third driving decision is also used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.

[0031] In an embodiment of the present application, when the vehicle is instructed to go non-straight at the first intersection (for example, turn left, turn right, or make a U-turn), a third driving decision can also be generated accordingly, instructing the vehicle to output a takeover request, which is used to request the driver to take over the vehicle at the first intersection and complete the intersection turning operation by the driver.

[0032] In a possible implementation of the first aspect, the driving direction indication information includes lane guide arrow information and / or lane driving direction sign information.

[0033] In a possible implementation of the first aspect, the driving steering intention information includes steering lever information and / or steering wheel steering information.

[0034] In a second aspect, an embodiment of the present application provides a vehicle control device, which is applied to a vehicle in a lane centering (LCC) scenario. The vehicle control device includes a unit for executing the method as described in any one of the first aspects.

[0035] In one possible design, the apparatus includes:

[0036] A communication unit, used to obtain driving direction indication information of the lane where the vehicle is located;

[0037] The processing unit is used to generate a first driving decision according to the driving direction indication information, where the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.

[0038] Regarding the processing unit and the communication unit described in the second aspect and any possible implementation, the steps performed by them can refer to the first aspect and the corresponding implementation.

[0039] Regarding the technical effects brought about by the second aspect and any possible implementation method, reference may be made to the introduction of the technical effects corresponding to the first aspect and the corresponding implementation method.

[0040] Optionally, in the vehicle control device described in the second aspect and any one of the possible implementations above:

[0041] In one implementation, the vehicle control device is a vehicle control device. When the vehicle control device is a vehicle control device, the communication unit may be a transceiver or an input / output interface; and the processing unit may be at least one processor. Alternatively, the transceiver may be a transceiver circuit. Alternatively, the input / output interface may be an input / output circuit.

[0042] In another implementation, the vehicle control device is a chip (system) or circuit used in a vehicle control device. When the vehicle control device is a chip (system) or circuit used in a vehicle control device, the communication unit may be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; and the processing unit may be at least one processor, processing circuit, or logic circuit.

[0043] In a third aspect, embodiments of the present application provide a vehicle control device comprising a processor. The processor is coupled to a memory and can be configured to execute instructions in the memory to implement the method of the first aspect and any possible implementation method described above. Optionally, the vehicle control device further comprises a memory. Optionally, the vehicle control device further comprises a communication interface, the processor being coupled to the communication interface.

[0044] In a fourth aspect, embodiments of the present application provide a chip comprising: a logic circuit and a communication interface. The communication interface is configured to receive or send information; the logic circuit is configured to receive or send information via the communication interface, so that the chip executes the method of the first aspect and any possible implementation method described above.

[0045] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program (also referred to as code, or instructions); when the computer program is run on a computer, the method of the above-mentioned first aspect and any possible implementation method is implemented.

[0046] In the sixth aspect, an embodiment of the present application provides a computer program product, which includes: a computer program (also referred to as code, or instructions); when the computer program is run, it enables the computer to execute the method of the above-mentioned first aspect and any possible implementation method.

[0047] In a seventh aspect, an embodiment of the present application provides a vehicle, comprising at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.

[0048] Among them, vehicles are vehicles in a broad sense, which can be means of transportation, such as commercial vehicles, passenger cars, trains, etc., industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc.

[0049] Optionally, the vehicle is used to implement the method described in the first aspect or any possible implementation manner of the first aspect.

[0050] In addition, in the process of executing the method described in the first aspect and any possible embodiment, the process of sending information and / or receiving information in the above method can be understood as the process of the processor outputting information and / or the process of the processor receiving input information. When outputting information, the processor can output the information to the transceiver (or communication interface, or sending module) so that it can be transmitted by the transceiver. After the information is output by the processor, it may also need to undergo other processing before it reaches the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or sending module) receives the information and inputs it into the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before it is input into the processor.

[0051] Based on the above principles, for example, the sending of information mentioned in the above method can be understood as the processor outputting information. For another example, the receiving of information can be understood as the processor receiving input information.

[0052] Optionally, for the operations such as transmission, sending and receiving involved in the processor, if there is no special explanation, or if they do not conflict with their actual functions or internal logic in the relevant description, they can be more generally understood as processor output, reception, input and other operations.

[0053] Optionally, in the process of executing the method described in the first aspect and any possible embodiment, the processor may be a processor specifically used to execute these methods, or a processor that executes these methods by executing computer instructions in a memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as a read-only memory (ROM), which may be integrated with the processor on the same chip or may be separately provided on different chips. The embodiments of the present application do not limit the type of memory and the configuration of the memory and the processor.

[0054] In a possible implementation, the at least one memory is located outside the device.

[0055] In yet another possible implementation, the at least one memory is located within the device.

[0056] In another possible implementation, part of the at least one memory is located inside the device, and another part of the memory is located outside the device.

[0057] In this application, the processor and the memory may also be integrated into one device, that is, the processor and the memory may also be integrated together.

[0058] In this application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, corresponding driving decisions are generated based on the driving direction indication information of the lane in which the vehicle is located, the vehicle's driving behavior at the intersection is controlled, and the lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0060] FIG1 is a schematic diagram of a system architecture of a vehicle provided in an embodiment of the present application;

[0061] FIG2 is a schematic diagram of a scenario in which a driver controls a vehicle according to an embodiment of the present application;

[0062] FIG3 is a schematic diagram of a driving scenario provided in an embodiment of the present application;

[0063] FIG4 is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of the present application;

[0064] FIG5 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0065] FIG6 is a schematic diagram of driving direction indication information provided by an embodiment of the present application;

[0066] FIG7 is a flow chart of another vehicle control method provided in an embodiment of the present application;

[0067] FIG8 is a schematic diagram of driving steering intention information provided by an embodiment of the present application;

[0068] FIG9 is a flow chart of another vehicle control method provided in an embodiment of the present application;

[0069] FIG10 is a schematic diagram of traffic light information provided by an embodiment of the present application;

[0070] FIG11 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0071] FIG12 is a schematic structural diagram of an electronic device provided in an embodiment of the present application;

[0072] FIG13 is a schematic diagram of the structure of a chip provided in an embodiment of the present application. DETAILED DESCRIPTION

[0073] In order to make the purpose, technical solutions and advantages of this application clearer, the embodiments of this application will be described below in conjunction with the drawings in the embodiments of this application.

[0074] The terms "first" and "second" in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. 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 that are not listed, or may optionally include other steps or units that are inherent to the process, method, product, or device.

[0075] The “embodiment” mentioned herein means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present 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 that is mutually exclusive with other embodiments. It can be understood explicitly and implicitly by those skilled in the art that in the various embodiments of the present application, unless otherwise specified and there is a logical conflict, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form a new embodiment according to their inherent logical relationship.

[0076] It should be understood that in the present application, "at least one (item)" refers to one or more, "more than one" refers to two or more, "at least two (items)" refers to two or three and more than three, and "and / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers 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, c can be single or multiple.

[0077] It should be noted that in this application, "indication" can include direct indication, indirect indication, explicit indication, and implicit indication. When describing that a certain indication information is used to indicate A, it can be understood that the indication information carries A, directly indicates A, or indirectly indicates A.

[0078] In this application, the information indicated by the indication information is referred to as the information to be indicated. In specific implementations, there are many ways to indicate the information to be indicated. For example, but not limited to, the information to be indicated can be directly indicated, such as the information to be indicated itself or an index of the information to be indicated. The information to be indicated can also be indirectly indicated by indicating other information, where the other information is associated with the information to be indicated. Alternatively, only a portion of the information to be indicated can be indicated, while the rest of the information to be indicated is known or agreed upon in advance. For example, the indication of specific information can be achieved by using a pre-agreed (e.g., protocol-specified) order of the various information, thereby reducing indication overhead to a certain extent. The information to be indicated can be sent as a whole or divided into multiple sub-information and sent separately. The transmission period and / or transmission timing of these sub-information can be the same or different. The specific transmission method is not limited in this application. The transmission period and / or transmission timing of these sub-information can be pre-defined, for example, according to a protocol, or can be configured by the transmitting device sending configuration information to the receiving device.

[0079] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" only indicates the direction of information transmission, A is the destination, and does not limit "sending information to A" to direct transmission on the air interface. "Sending information to A" includes sending information directly to A, and also includes sending information indirectly to A through a transmitter, so "sending information to A" can also be understood as "outputting information to A". Similarly, "receiving information from A" indicates that the source of the information is A, including receiving information directly from A, and also including receiving information indirectly from A through a receiver, so "receiving information from A" can also be understood as "inputting information from A".

[0080] This application provides a vehicle control method and related devices for use in the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without a global navigation recommendation system. To more clearly describe the solution of this application, the following first introduces a vehicle and its possible application scenario.

[0081] Please refer to Figures 1 and 2. Figure 1 is a schematic diagram of a system architecture of a vehicle provided in an embodiment of the present application, and Figure 2 is a schematic diagram of a scenario in which a driver controls a vehicle provided in an embodiment of the present application.

[0082] As shown in FIG1 and FIG2 , a vehicle 100 may include a power system 11 and a braking system 12 , and optionally, may further include a sensor system 13 , a computing device 14 or a peripheral device 15 , etc. Among them:

[0083] The power system 11 provides power to the vehicle 100 and may include, for example, one or more of an engine and a power battery. The power system 11 includes a throttle, which includes an accelerator pedal. This accelerator pedal is typically configured to move when a force is applied. As shown in Figure 2 , the driver can press or release the accelerator pedal, causing it to open or retract to a certain angle, thereby controlling the speed of the vehicle 100.

[0084] The braking system 12 may represent a system for slowing down the vehicle 100 and may also be referred to as a brake system. It may include, but is not limited to, a brake controller, a retarder, or any other structural device for decelerating the vehicle. In some embodiments, the braking system 12 may utilize friction to slow the movement of the vehicle's tires, thereby reducing the vehicle's speed. The braking system 12 of some vehicles includes a brake pedal, which is typically also configured to be movable under force. For example, the driver can step on or release the brake pedal to control the speed of the vehicle 100.

[0085] The sensor system 13 may include several detection devices (or detection devices) that can measure information and convert the measured information into electrical signals or other required information output according to certain rules. As shown in Figure 1, the sensor system 13 of the vehicle 100 includes one or more of the following detection devices: image sensor 131, voice system 132, lidar 133, radar 134, wheel speed sensor 135, steering sensor 136, or positioning system 137. The following is an illustrative introduction to some of these detection devices:

[0086] The image sensor 131 is used to capture images, such as images and videos. In some specific implementations, the camera device includes but is not limited to a driving recorder, a camera, a camera, or other components for taking photos / videos. Optionally, the image sensor 131 can be configured to capture images of the outside of the vehicle to obtain information about the vehicle's surrounding environment. Or optionally, the image sensor 131 can be configured to capture images of the interior of the vehicle, such as images of the driver and the cockpit. Exemplarily, a driver monitoring system (DMS) is deployed in the vehicle, and the DMS system includes an image sensor 131. As shown in Figure 2, the image sensor 131 can be set in a position facing the driver, and after being enabled, it can continuously capture images in the direction of the driver in real time. As another example, a cockpit monitoring system (CMS) is deployed in the vehicle to capture images inside the cockpit. Of course, in specific implementations, the vehicle also includes multiple image sensors 131 to simultaneously capture images of the interior and exterior of the vehicle.

[0087] The voice system 132 is used to collect sound information. For example, the voice system may include a microphone 153 or be connected to a microphone 153. In some embodiments, the voice system 132 also includes a speaker 152, which is used to emit sound. Furthermore, the voice system can interact with the user, for example, by receiving user input (such as collecting voice in the cabin) and / or inputting voice prompts to the user, thereby interacting with the user by voice. In some embodiments, the voice system 132 can be used to collect voice in the cabin.

[0088] The laser radar 133 and the radar 134 are devices that detect through electromagnetic waves (including light). They can obtain relevant information about targets in the object space by emitting signals and receiving echoes, including one or more of the target's distance (or depth), angle, speed, reflectivity, color, etc. For example, in conjunction with Figure 2, the laser radar 133 can be set to face the outside of the vehicle to detect targets around the vehicle. In some embodiments, the laser radar 133 and the radar 134 can be used to detect the vehicle's surrounding environment information, such as static environment information, dynamic environment information, etc. around the vehicle.

[0089] The wheel speed sensor 135 is a sensor for detecting the rotational speed of the vehicle wheels and can obtain the vehicle wheel speed. Common wheel speed sensors 135 may include but are not limited to magnetoelectric wheel speed sensors and / or Hall-effect wheel speed sensors.

[0090] Steering sensor 136 , also known as a steering angle sensor, represents a system for detecting the steering angle of a vehicle. In practical applications, steering sensor 136 can be used to measure the steering angle of the vehicle's steering wheel, or to measure an electrical signal representing the steering angle of the vehicle's steering wheel. Alternatively, steering sensor 136 can also be used to measure the steering angle of the vehicle's tires, or to measure an electrical signal representing the steering angle of the vehicle's tires.

[0091] The positioning system 137 is a device for obtaining position information, which can be used to realize real-time positioning of the vehicle and provide the vehicle's geographical location information. The positioning system is, for example, the Global Positioning System (GPS) or the Beidou positioning and navigation system.

[0092] The peripheral device 15 may include several elements, such as the human-machine interaction (HMI) 151, speaker 152, microphone 153, etc. shown in the figure. Among them, HMI is a device connected to input and / or output devices to realize information interaction between humans and machines, including but not limited to displays (such as vehicle central control screen, streaming media rearview mirror, instrument panel, head up display (HUD), light field screen, or projector, etc.), touch screen, etc. In some schemes, speakers, microphones, etc. can also be regarded as HMI. Speaker 152, also known as a speaker, is used to convert audio electrical signals into sound signals. The vehicle listens to music or listens to hands-free calls through speaker 152. Microphone 153, also known as a microphone, is used to convert sound signals into electrical signals. When making a call or sending a voice message, the user speaks close to microphone 153, and microphone 153 can input the sound signal into the microphone.

[0093] The computing device 14 is a device with computing and / or control capabilities, and may include one or more processors, which can be used to run programs or instructions corresponding to the programs to implement corresponding functions. Exemplarily, the computing device is a mobile data center (MDC) (or autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc., where the DC is such as a motion domain controller (MDC), a vehicle domain controller (VDC), etc. In some solutions, the computing device 14 may not be set in the vehicle, for example, it may be set in the cloud, roadside equipment or data center.

[0094] As a possible implementation, computing device 14 can be combined with other components in the vehicle, such as one or more of the power system 11, braking system 12, and sensor system 13 in sensor system 13, to implement driving assistance functions. For example, computing device 14 can control the speed of vehicle 100 based on data collected by sensor system 13.

[0095] In some embodiments, the vehicle further includes a memory for providing storage space. For example, the memory may include a volatile memory, such as RAM. As another example, the memory may also include a non-volatile memory, such as read-only memory (ROM), flash memory, a hard disk drive (HDD), or a solid state drive (SSD). The memory may also include a combination of the above types of memory. Optionally, the memory may also store information such as road maps, driving routes, sensor data, etc.

[0096] It should be noted that FIG1 is merely a schematic diagram of a possible functional framework of vehicle 100. In practical applications, vehicle 100 may include more or fewer systems or components, and the present invention is not limited thereto. For example, vehicle 100 may also include a power supply or a communication system.

[0097] Please refer to FIG3 , which is a schematic diagram of a driving scenario provided in an embodiment of the present application.

[0098] As shown in FIG3 , a vehicle 100 is traveling through a road intersection, where a traffic light 200 is provided.

[0099] A road intersection (also known as a road junction) refers to the intersection of two or more roads. Its shapes include, but are not limited to, T-shaped, Y-shaped, cross-shaped, X-shaped, and circular. It is a necessary place for vehicles and pedestrians to converge, turn, and evacuate. Traffic lights (also known as traffic lights) are usually installed at road intersections. Traffic lights are controlled by traffic signal controllers to guide vehicles and pedestrians through safe and orderly passage. They are an important tool for strengthening road traffic management, reducing traffic accidents, improving road efficiency, and improving traffic conditions.

[0100] In the current assisted driving technology solutions, for systems that use global navigation recommendations, when a vehicle passes through an intersection, the vehicle's driving behavior at the intersection is mainly decided based on navigation path planning.

[0101] However, vehicles in the LCC scenario do not use the global navigation recommendation system and cannot make decisions on the vehicle's driving behavior at intersections based on navigation path planning, which may lead to driving safety risks.

[0102] In view of this, the present application provides a vehicle control system architecture and proposes a new vehicle control method based on the architecture. For the system in which the vehicle does not use the global navigation recommendation in the LCC scenario, the corresponding driving decision is generated according to the driving direction indication information of the lane in which the vehicle is located, and the driving behavior of the vehicle at the intersection is controlled. The lane centering function of non-straight-across intersections is supported. By deciding the correct driving behavior, the problem of driving safety risks can be reduced.

[0103] Please refer to FIG4 , which is a schematic diagram of the architecture of a possible vehicle control system provided in an embodiment of the present application.

[0104] As shown in FIG4 , the architecture of the vehicle control system can be applied to the control of vehicles in LCC scenarios that do not use a global navigation recommendation system, and mainly involves three parts: a perception module 401 , a vehicle driving intention judgment module 402 , and a driving decision generation module 403 .

[0105] Among them, the perception module 401, the vehicle driving intention judgment module 402, and the driving decision generation module 403 are connected through a network.

[0106] The perception module 401 can be used to perceive the driving direction indication information of the lane where the vehicle is located, the driver's driving steering intention information, and traffic light information. The driving direction indication information of the lane where the vehicle is located can be understood as the static information about the lane perceived by the vehicle in a broad sense, for example, including but not limited to: lane lines, lane guide arrow information, lane driving direction sign information, etc., which are not listed one by one in the embodiments of the present application. The driver's driving steering intention information can be understood as a series of straight or non-straight action responses made by the driver when facing the intersection ahead, for example, including but not limited to: lever information, steering wheel steering information, etc., which are not listed one by one in the embodiments of the present application. Traffic light information may include but is not limited to traffic light information set at the intersection, which is used to guide vehicles and pedestrians to pass through the intersection safely and orderly.

[0107] The vehicle's driving intention determination module 402 can be used to determine the vehicle's driving intention based on one or more of the driving direction indication information of the vehicle's lane, the driver's driving steering intention information, etc., obtained by the perception module 401. On the one hand, the vehicle's driving intention determination module 402 can determine the vehicle's driving intention based on the driving direction indication information of the vehicle's lane. On the other hand, the vehicle's driving intention determination module 402 can determine the vehicle's driving intention based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information. It is understood that if the vehicle's driving intention determination module 402 does not obtain the driver's driving steering intention information, the vehicle's driving intention is determined based on the driving direction indication information of the vehicle's lane; if the vehicle's driving intention determination module 402 obtains the driver's driving steering intention information, the vehicle's driving intention is determined based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information.

[0108] The driving decision generation module 403 can be configured to generate a driving decision based on one or more of the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401. The driving decision is used to control the vehicle to perform a corresponding driving behavior. In one aspect, the driving decision generation module 403 can generate a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402. In another aspect, the driving decision generation module 403 can generate a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401. It is understood that if there is no traffic light at the intersection, or if there is a traffic light but it is not functioning, the driving decision generation module 403 generates a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402. If there is a traffic light at the intersection and it is functioning properly, the driving decision generation module 403 generates a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401.

[0109] It is understandable that in the vehicle control system shown in Figure 4 above, there are many possible deployment methods for the perception module 401, the vehicle driving intention judgment module 402, and the driving decision generation module 403, and this application does not impose any restrictions on this.

[0110] Exemplarily, the perception module 401, the vehicle driving intention judgment module 402, and the driving decision generation module 403 can be deployed on an intelligent driving vehicle and connected via a wired or wireless network.

[0111] Based on the architecture of the vehicle control system shown in FIG4 , the present application also provides a new vehicle control method, which will be described below in conjunction with FIG5 to FIG10 .

[0112] Please refer to Figure 5, which is a flow chart of a vehicle control method provided in an embodiment of the present application. This vehicle control method is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system. Specifically, this vehicle control method includes but is not limited to the following steps:

[0113] S501: The vehicle control device obtains driving direction indication information of the lane where the vehicle is located.

[0114] S502: The vehicle control device generates a first driving decision according to the driving direction indication information.

[0115] It is understood that the vehicle control device in the embodiments of the present application can be a device equipped with a processor / chip capable of executing computer-executable instructions, or a processor / chip capable of executing computer-executable instructions. Optionally, the vehicle control device can be an electronic device, or a processor / chip within an electronic device, configured to execute the vehicle control method in the embodiments of the present application, so as to implement a system for determining the vehicle's driving behavior at intersections when the vehicle does not use global navigation recommendations in LCC scenarios, thereby reducing driving safety risks.

[0116] Optionally, the architecture of the vehicle control device in this case may specifically refer to the architecture composed of the vehicle's driving intention judgment module 402 and driving decision generation module 403 in the vehicle control system shown in FIG4 . In this case, the architecture of the vehicle control system composed of the vehicle control device and the perception device may specifically refer to the architecture of the vehicle control system shown in FIG4 . The perception device is used to detect and obtain the driving direction indication information of the lane in which the vehicle is located, and transmit the driving direction indication information of the lane in which the vehicle is located to the vehicle control device. Accordingly, the vehicle control device receives the driving direction indication information of the lane in which the vehicle is located, and generates a driving decision based on the driving direction indication information of the lane in which the vehicle is located.

[0117] Optionally, the architecture of the vehicle control device at this time can also refer to the architecture composed of the perception module 401, the vehicle driving intention judgment module 402 and the driving decision generation module 403 in the vehicle control system shown in Figure 4 above, which will not be repeated here.

[0118] It can be understood that the vehicle in the embodiment of the present application is an intelligent driving vehicle and can be replaced by a terminal device. The terminal device may include transportation vehicles such as commercial vehicles, passenger cars, trains, etc., industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc., and the embodiment of the present application does not make specific limitations on this.

[0119] The driving direction indication information of the lane in which the vehicle is located can be understood as static information about the lane perceived by the vehicle in a broad sense.

[0120] Optionally, the driving direction information may include, but is not limited to, lane direction arrow information, lane direction sign information, etc., which are not listed in detail in the present embodiment. By combining various types of perceived static lane information, the driving direction information corresponding to the lane in which the vehicle is located can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.

[0121] Optionally, the vehicle control device obtains the driving direction indication information of the lane where the vehicle is located, specifically by extracting image data collected by a sensor on the vehicle and obtaining the driving direction indication information after a series of image data processing.

[0122] Please refer to FIG. 6 for details, which is a schematic diagram of driving direction indication information provided in an embodiment of the present application.

[0123] As shown in FIG6 , lane lines, lane guide arrow information, lane driving direction sign information (also called sky sign information), etc. of a four-lane road at a distance before the intersection are shown.

[0124] As can be seen from Figure 6, assuming that the driver's perspective is the main direction, the four lanes can be called lane 1, lane 2, lane 3, and lane 4 from left to right. The lane line between lane 1 and lane 2 can be called lane line a, the lane line between lane 2 and lane 3 can be called lane line b, and the lane line between lane 3 and lane 4 can be called lane line c.

[0125] Based on the lane guide arrow information or lane driving direction sign information corresponding to lane 1, it can be determined that the driving direction indication information of lane 1 is a left turn. Based on the lane driving direction sign information corresponding to lane 2, it can be determined that the driving direction indication information of lane 2 is a straight or left turn. Based on the lane guide arrow information or lane driving direction sign information corresponding to lane 3, it can be determined that the driving direction indication information of lane 3 is a straight go. Based on the lane guide arrow information or lane driving direction sign information corresponding to lane 4, it can be determined that the driving direction indication information of lane 4 is a right turn. Based on lane line a, lane line b, and lane line c, it can be determined that lane changes are allowed between the four lanes. Based on lane line a and lane line b, it can be determined that lane 2 is a composite lane containing multiple driving direction indications (straight go and left turn).

[0126] Based on the above-mentioned driving direction indication information, a corresponding first driving decision can be generated to control the vehicle's driving behavior at the first intersection in front of the vehicle, and support the lane centering function of non-straight intersections. By deciding the correct driving behavior, the risk of driving safety can be reduced.

[0127] Through the embodiments of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, the driving direction indication information corresponding to the lane in which the vehicle is located can be determined more accurately based on the perceived static information about the lane, thereby generating correct driving decisions and controlling the vehicle to drive according to the driving direction indication information corresponding to the lane at the intersection, thereby reducing the risk of driving safety.

[0128] In a possible embodiment, generating the first driving decision according to the driving direction indication information in step S502 can be specifically implemented in the following manner:

[0129] First, determine the type of lane the vehicle is in based on the driving direction indication information.

[0130] Exemplarily, the type of lane the vehicle is in includes but is not limited to: straight, left turn, right turn, U-turn, straight + left turn, straight + right turn, straight + left turn + right turn, left turn + right turn, left turn + U-turn, no ground arrow, etc.

[0131] Then, according to the lane type, corresponding first driving decisions are generated, including but not limited to the following situations:

[0132] (1) When the lane where the vehicle is located is a one-way turn lane, a first driving decision is generated for controlling the vehicle to drive in the driving direction indicated by the one-way turn lane at the first intersection.

[0133] For example, when the vehicle's lane is determined to be a left-turn lane based on the driving direction indication information, the first driving decision generated is used to control the vehicle to turn left at the first intersection. For another example, when the vehicle's lane is determined to be a right-turn lane based on the driving direction indication information, the first driving decision generated is used to control the vehicle to turn right at the first intersection. For another example, when the vehicle's lane is determined to be a through lane based on the driving direction indication information, the first driving decision generated is used to control the vehicle to go straight at the first intersection. This embodiment of the present application does not list all of these.

[0134] (2) When the lane where the vehicle is located is a composite lane including a straight lane, a first driving decision is generated for controlling the vehicle to go straight at the first intersection.

[0135] For example, when the vehicle's lane is determined to be a composite lane including straight ahead + left turn based on the driving direction indication information, the first driving decision generated is used to control the vehicle to go straight ahead at the first intersection. For another example, when the vehicle's lane is determined to be a composite lane including straight ahead + right turn based on the driving direction indication information, the first driving decision generated is used to control the vehicle to go straight ahead at the first intersection. For another example, when the vehicle's lane is determined to be a composite lane including straight ahead + left turn + right turn based on the driving direction indication information, the first driving decision generated is used to control the vehicle to go straight ahead at the first intersection. The embodiments of the present application do not list all of these.

[0136] (3) When the lane where the vehicle is located is a composite lane including a left turn and a U-turn, a first driving decision is generated for controlling the vehicle to turn left at the first intersection.

[0137] (4) When the lane where the vehicle is located does not include a driving direction indication, a first driving decision is generated for controlling the vehicle to go straight at the first intersection.

[0138] (5) In the case where the vehicle's lane is a composite lane that includes both left and right turns, since it is impossible to determine a unique driving decision based solely on the driving direction indication information in the vehicle's lane, this scenario is considered to be a case where the vehicle's driving intention is unknown. Optionally, the driving decision in this case can be further determined by combining the driver's driving intention information and / or the traffic light information at the first intersection. This is not discussed here and will be described in detail later.

[0139] Optionally, the vehicle control method further includes:

[0140] Obtain traffic light information for a first intersection; determine the type of lane in which the vehicle is located based on the driving direction indication information; if the lane in which the vehicle is located is a composite lane including left and right turns, determine the first traffic light information for the first intersection based on the color state and / or countdown information in the traffic light information; generate a first driving decision based on the first traffic light information, the first driving decision being used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first traffic light information or to brake before the first intersection.

[0141] It is understandable that the first traffic light mentioned above can be regarded as a conservative light, and the specific meaning of the conservative light is as follows:

[0142] For example, if the traffic light corresponding to the left-turn lane is a circular red light and the traffic light corresponding to the right-turn lane is a circular green light, the circular red light corresponding to the left-turn lane is determined as the first traffic light information for the first intersection. This means that a relatively conservative red light is selected to maximize driving safety in scenarios with unknown driving intentions. Furthermore, a first driving decision is generated based on this first traffic light information, controlling the vehicle to brake before the first intersection according to this first traffic light information and wait for the circular red light to turn green before turning left.

[0143] For another example, if the traffic light corresponding to the left-turn lane has a green countdown of 5 seconds and the traffic light corresponding to the right-turn lane has a green countdown of 20 seconds, the traffic light corresponding to the right-turn lane with a green countdown of 20 seconds is determined as the first traffic light information for the first intersection. This means that the traffic light with the longest permitted travel time is selected as the conservative light to maximize driving safety in scenarios with unknown driving intentions. Furthermore, a first driving decision is generated based on this first traffic light information, controlling the vehicle to turn right through the first intersection in the driving direction corresponding to the first traffic light information.

[0144] Through the embodiments of the present application, it is possible to conservatively select lights when the vehicle's driving intention is unknown, comply with the traffic rules set at the first intersection, and reduce the safety risk of running a red light.

[0145] Through the above embodiments, for vehicles that do not use the global navigation recommendation system in the LCC scenario, it is impossible to decide the vehicle's driving behavior at the intersection based on the navigation path planning, and thus the lane centering function for non-straight intersections is not supported. In the embodiments of the present application, corresponding driving decisions are generated based on the driving direction indication information of the lane in which the vehicle is located, and the vehicle's driving behavior at the intersection is controlled. The lane centering function for non-straight intersections is supported, and by deciding the correct driving behavior, the problem of driving safety risks can be reduced.

[0146] Optionally, when the driver's driving intention information is detected, the vehicle control method shown in FIG. 7 may be referred to for details to generate a corresponding driving decision.

[0147] Please refer to FIG. 7 , which is a flow chart of another vehicle control method provided in an embodiment of the present application.

[0148] It can be understood that the steps in the embodiments of the present application can be regarded as reasonable variations or supplements to the embodiment in Figure 5 above; or, it can be understood that the vehicle control method in the embodiments of the present application can also be regarded as an embodiment that can be executed independently, and the present application does not limit this.

[0149] The vehicle control method provided in the embodiments of the present application is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system.

[0150] It can be understood that the vehicle control device involved in the vehicle control method provided in the embodiment of the present application can refer to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 5 above, and will not be repeated here.

[0151] Specifically, the vehicle control method includes but is not limited to the following steps:

[0152] S701: The vehicle control device obtains driving direction indication information of the lane where the vehicle is located.

[0153] This is consistent with step S501 in the embodiment shown in FIG5 , and will not be described again here.

[0154] S702: The vehicle control device obtains the driver's driving steering intention information.

[0155] It can be understood that there is no specific order of execution between this step S702 and the above-mentioned step S701. S701 can be executed first and then S702, or S702 can be executed first and then S701, or S701 and S702 can be executed at the same time. The embodiments of the present application do not limit this.

[0156] S703: The vehicle control device generates a first driving decision according to the driving direction indication information and the driving steering intention information.

[0157] The above-mentioned driving steering intention information of the driver can be understood as a series of action responses regarding straight driving or non-straight driving made by the driver at the first intersection in front of the vehicle.

[0158] Optionally, the driver's driving intention information may include, but is not limited to, lever information, steering wheel information, and so on, which are not listed in detail in the present embodiment. By integrating the driving direction indication information of the perceived lane and the driver's driving steering intention information, the vehicle's corresponding driving intention can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.

[0159] Please refer to FIG8 for details, which is a schematic diagram of driving steering intention information provided in an embodiment of the present application.

[0160] As shown in FIG8 , a steering wheel and a lever for driving control in a vehicle are shown. The driver can send driving steering intention information by operating the lever or the steering wheel.

[0161] Example 1:

[0162] When it is detected that the driver turns the steering wheel to the left, the driving steering intention information is obtained as turning left, making a U-turn, or changing lanes to the left.

[0163] Optionally, when the steering wheel is turned to the left with a small amplitude (or force), the driving steering intention information is obtained as a left lane change. When the steering wheel is turned to the left with a medium amplitude (or force), the driving steering intention information is obtained as a left turn. When the steering wheel is turned to the left with a large amplitude (or force), the driving steering intention information is obtained as a U-turn.

[0164] It is understandable that the magnitude of the steering wheel rotation amplitude can be distinguished based on the steering wheel rotation amplitude (or force) threshold. For example, when the steering wheel rotation amplitude (or force) to the left is less than the first rotation amplitude / force threshold, the driving steering intention information obtained is a left lane change. When the steering wheel rotation amplitude (or force) to the left is greater than or equal to the first rotation amplitude / force threshold and less than the second rotation amplitude / force threshold, the driving steering intention information obtained is a left turn. When the steering wheel rotation amplitude (or force) to the left is greater than or equal to the second rotation amplitude / force threshold, the driving steering intention information obtained is a U-turn.

[0165] When it is detected that the driver turns the steering wheel to the right, the driving steering intention information is obtained as turning right or changing lanes to the right.

[0166] Optionally, when the steering wheel is turned to the right with a smaller amplitude (or force), the driving steering intention information is obtained as changing lanes to the right. When the steering wheel is turned to the right with a larger amplitude (or force), the driving steering intention information is obtained as turning right.

[0167] It is understood that the magnitude of the steering wheel rotation amplitude can be distinguished based on a steering wheel rotation amplitude (or force) threshold. For example, when the steering wheel rotation amplitude (or force) to the right is less than a first rotation amplitude / force threshold, the driving steering intention information obtained is a right lane change. When the steering wheel rotation amplitude (or force) to the right is greater than or equal to the first rotation amplitude / force threshold, the driving steering intention information obtained is a right turn.

[0168] Example 2:

[0169] When it is detected that the driver pushes the lever downward (or forward), the driving intention information is obtained as turning left, making a U-turn, or changing lanes to the left.

[0170] Optionally, when the lever is pushed downward (or forward) with a small amplitude (or force), the driving intention information is obtained as a left lane change. When the lever is pushed downward (or forward) with a medium amplitude (or force), the driving intention information is obtained as a left turn. When the lever is pushed downward (or forward) with a large amplitude (or force), the driving intention information is obtained as a U-turn.

[0171] It is understood that the magnitude of the lever movement can be differentiated based on the lever movement (or force) threshold. For example, when the lever movement (or force) is less than the first lever movement / force threshold, the driving steering intention information is obtained as a left lane change. When the steering wheel is turned left by an amplitude (or force) greater than or equal to the first lever movement / force threshold and less than the second lever movement / force threshold, the driving steering intention information is obtained as a left turn. When the steering wheel is turned left by an amplitude (or force) greater than or equal to the second lever movement / force threshold, the driving steering intention information is obtained as a U-turn.

[0172] When it is detected that the driver has pushed the lever upward (or backward), the driving intention information is obtained as turning right or changing lanes to the right.

[0173] Optionally, when the lever is pushed upward (or backward) with a smaller amplitude (or force), the driving intention information is obtained as a lane change to the right. When the lever is pushed upward (or backward) with a larger amplitude (or force), the driving intention information is obtained as a right turn.

[0174] It is understood that lever lever amplitude (or force) thresholds can be used to distinguish lever lever amplitudes. For example, when the lever lever amplitude (or force) is less than a first lever lever amplitude / force threshold, the driving steering intention information is obtained as a right lane change. When the lever lever amplitude (or force) is greater than or equal to the first lever lever amplitude / force threshold, the driving steering intention information is obtained as a right turn.

[0175] It is understood that the above-mentioned steering wheel rotation direction and the direction of the lever movement are merely exemplary and should not limit the embodiments of the present application. For example, the driver may also send the driving steering intention information through voice commands, gesture commands, steering wheel combination buttons, etc. For another example, the driver may customize the method of sending the driving steering intention information, such as moving the lever twice in a row, with upward turning for a left turn and downward turning for a right turn; moving the lever only once, with upward turning for a left lane change and downward turning for a right lane change, etc., and the embodiments of the present application do not limit this.

[0176] Based on the above-mentioned driving direction indication information and driving steering intention information, a corresponding first driving decision can be generated to control the vehicle's driving behavior at the first intersection in front of the vehicle, support the lane centering function of non-straight-ahead intersections, and reduce driving safety risks by deciding correct driving behavior.

[0177] Through the embodiments of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, the fusion of the driving direction indication information of the perceived lane and the driver's driving steering intention information can more accurately determine the vehicle's corresponding driving intention, thereby generating correct driving decisions and controlling the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, thereby reducing the risk of driving safety.

[0178] In a possible embodiment, the generation of the corresponding first driving decision according to the driving direction indication information and the driving steering intention information shown in step S703 can be specifically implemented in the following manner:

[0179] When the vehicle meets the turning condition, a first driving decision is generated according to the driving direction indication information and the driving turning intention information.

[0180] When the vehicle satisfies the turning condition, the driver's driving turning intention information facing the front intersection can be interpreted as turning. In other words, when the vehicle satisfies the turning condition, the first driving decision is generated based on the driving direction indication information and the driving turning intention information.

[0181] Optionally, the above-mentioned turning conditions include at least one of the following: the distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.

[0182] It is understood that when the distance between the vehicle and the first intersection is less than a first threshold, the vehicle can be considered to have the distance and time to approach the first intersection to execute the turn, thus meeting the turning condition. This first threshold is not a fixed value and can be adjusted according to different application scenarios.

[0183] It can be understood that when the steering operation force corresponding to the driving steering intention information is greater than the second threshold, it can be considered that the steering intention is obvious, and then the driving steering intention information is considered to be steering, which meets the steering conditions. The steering operation force can refer to the steering force of the lever or the steering force of the steering wheel, etc.

[0184] Optionally, when the driver's driving steering intention information is obtained but the vehicle does not meet the above-mentioned steering conditions, the scenario can be understood as a vehicle lane change scenario. At this time, a first driving decision is generated based on the driving direction indication information. For details, please refer to the relevant description of step S502 in the vehicle control method shown in Figure 5 above, which will not be repeated here.

[0185] Optionally, whether the current driving scene is a vehicle lane change scene can also be identified based on whether the vehicle meets the lane change conditions.

[0186] For example, if the vehicle meets the lane change conditions, a first driving decision is generated based on the driving direction indication information. For details, please refer to the description of step S502 in the vehicle control method shown in FIG. 5 , which will not be repeated here. Alternatively, if the vehicle does not meet the lane change conditions, a first driving decision is generated based on the driving direction indication information and the driving intention information. For details, please refer to the description of step S703 , which will not be repeated here.

[0187] Among them, the above lane change conditions include at least one of the following: the distance between the vehicle and the first intersection is greater than or equal to a first threshold, the steering operation force corresponding to the driving steering intention information is less than or equal to a second threshold, and the boundary of the lane where the vehicle is located is a non-solid line and a non-side lane.

[0188] It is understood that when the distance between the vehicle and the first intersection is greater than or equal to the first threshold, the vehicle can be considered to have sufficient distance and time to complete the lane change and meet the lane change conditions. This first threshold is not a fixed value and can be adjusted according to different application scenarios.

[0189] It can be understood that when the steering operation force corresponding to the driving steering intention information is less than or equal to the second threshold, it can be considered that the steering intention is insufficient, and then the driving steering intention information is considered to be changing lanes rather than turning, which meets the lane changing conditions. The steering operation force can refer to the steering force of the lever or the steering force of the steering wheel, etc.

[0190] It can be understood that when the boundary of the lane where the vehicle is located is not a solid line and is not a side lane, it can be considered that the vehicle has space to change lanes and complies with traffic regulations and meets the lane change conditions.

[0191] Through the embodiments of the present application, different driving decisions are generated in different ways according to whether the vehicle meets the turning conditions or the lane changing conditions, which can improve the accuracy of the driving decisions and ensure the safety of the vehicle at the first intersection.

[0192] In a possible embodiment, when the driver's driving steering intention information is obtained and the vehicle meets the steering conditions, the first driving decision is generated by combining the driving direction indication information and the driving steering intention information. The specific implementation can be as follows:

[0193] First, determine the type of lane the vehicle is in based on the driving direction indication information.

[0194] Exemplarily, the type of lane the vehicle is in includes but is not limited to: straight, left turn, right turn, U-turn, straight + left turn, straight + right turn, straight + left turn + right turn, left turn + right turn, left turn + U-turn, no ground arrow, etc.

[0195] Then, the lane type and the driving steering intention information are combined to generate corresponding first driving decisions, including but not limited to the following situations:

[0196] (1) When the driving steering intention information indicates a right turn and the lane in which the vehicle is located is a lane that includes a right turn, a first driving decision is generated for controlling the vehicle to turn right at a first intersection.

[0197] (2) When the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn, a first driving decision is generated for controlling the vehicle to turn left at the first intersection.

[0198] (3) When the driving steering intention information indicates a left turn and the lane where the vehicle is located is a lane that includes a U-turn but does not include a left turn, a first driving decision is generated for controlling the vehicle to make a U-turn at the first intersection.

[0199] Optionally, when the driving steering intention information conflicts with (is different from) the driving direction indication information, a first driving decision can be generated based on the driving steering intention information, or a first driving decision can be generated based on the driving direction indication information, and so on. The embodiments of the present application do not limit this.

[0200] By combining the driving direction indication information and the driving steering intention information in the above embodiment to generate the corresponding first driving decision, for vehicles that do not use the global navigation recommendation system in the LCC scenario, the driving direction indication information of the perceived lane and the driving steering intention information of the driver are integrated to more accurately determine the corresponding driving intention of the vehicle, thereby generating a correct driving decision, controlling the vehicle to drive according to the corresponding driving intention of the vehicle at the first intersection, supporting the lane centering function at non-straight intersections, and reducing driving safety risks.

[0201] Optionally, when traffic light information is detected at the first intersection, the corresponding second driving decision may be generated by referring to the vehicle control method shown in FIG. 9 .

[0202] Please refer to FIG9 , which is a flow chart of another vehicle control method provided in an embodiment of the present application.

[0203] It can be understood that the steps in the embodiments of the present application can be regarded as reasonable variations or supplements to the embodiments in Figures 5 or 7 above; or, it can be understood that the vehicle control method in the embodiments of the present application can also be regarded as an embodiment that can be executed independently, and the present application does not limit this.

[0204] The vehicle control method provided in the embodiments of the present application is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system.

[0205] It can be understood that the vehicle control device involved in the vehicle control method provided in the embodiment of the present application can refer to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 5 above, and will not be repeated here.

[0206] Specifically, the vehicle control method includes but is not limited to the following steps:

[0207] S901: The vehicle control device obtains traffic light information at a first intersection.

[0208] S902: The vehicle control device generates a second driving decision based on the traffic light information at the first intersection and the first driving decision.

[0209] Among them, the above-mentioned first driving decision can be specifically referred to the relevant description of the above-mentioned step S502 or S703, which will not be repeated here.

[0210] The traffic light information at the first intersection may include, but is not limited to, traffic light information set at the first intersection, for guiding vehicles and pedestrians to pass through the first intersection safely and orderly.

[0211] Please refer to FIG10 for details, which is a schematic diagram of traffic light information provided in an embodiment of the present application.

[0212] As shown in FIG10 , a traffic light is provided at the first intersection. The traffic light is controlled by a road traffic signal controller to guide vehicles and pedestrians to pass safely and orderly.

[0213] As shown in Figure 10, assuming the driver's perspective is the primary direction, the three lanes, from left to right, can be referred to as Lane 1, Lane 2, and Lane 3, respectively. Vehicle 100 is traveling in Lane 2 and is about to reach the first intersection. Traffic lights are configured at the first intersection to guide vehicles in Lanes 1, 2, and 3 through the first intersection safely and orderly. Currently, the traffic light corresponding to Lane 1 is a circular red light, indicating that vehicles in Lane 1 are prohibited from passing and must brake before the first intersection and wait for the circular red light to turn green. The traffic light corresponding to Lane 2 is a green countdown of 20 seconds, indicating that vehicles in Lane 2 have 20 seconds remaining to pass. The traffic light corresponding to Lane 3 is a green countdown of 5 seconds, indicating that vehicles in Lane 3 have 5 seconds remaining to pass.

[0214] Based on the above-mentioned first driving decision and the traffic light information at the first intersection, a corresponding second driving decision is generated to control the vehicle's driving behavior at the intersection. By deciding the correct driving behavior, the risk of running a red light can be reduced and the traffic rules set at the first intersection can be complied with.

[0215] Through the embodiments of the present application, for vehicles that do not use the global navigation recommendation system in the LCC scenario, the integration of the first driving decision and the traffic light information at the first intersection can more accurately determine the vehicle's corresponding driving intention, generate correct driving decisions that comply with traffic rules, and control the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running red lights.

[0216] In a possible embodiment, the step S902 of generating the corresponding second driving decision based on the traffic light information at the first intersection and the first driving decision can be implemented in the following manner:

[0217] In the case where the first driving decision is non-straight driving, second traffic light information of the first intersection corresponding to the first driving decision is determined; based on the second traffic light information, a second driving decision is generated, and the second driving decision is used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection.

[0218] It can be understood that when the first driving decision generated is non-straight driving (for example, left turn, right turn, U-turn), the second traffic light information of the first intersection corresponding to the first driving decision is determined, and the vehicle is controlled to pass through the first intersection in the driving direction corresponding to the first driving decision or brake before the first intersection according to the second traffic light information.

[0219] Through the embodiments of the present application, when the first driving decision is not to go straight, a correct second driving decision that complies with traffic rules can be generated, and the vehicle can be controlled to drive in the driving direction corresponding to the first driving decision at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.

[0220] Optionally, in the vehicle control method shown in FIG. 5 , FIG. 7 , and FIG. 9 , the vehicle control method further includes:

[0221] When the first driving decision is non-straight driving, a third driving decision is generated.

[0222] The third driving decision is also used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.

[0223] Through the embodiments of the present application, when the vehicle is controlled to move non-straight at the first intersection (for example, turning left, turning right, or making a U-turn), a third driving decision can be generated accordingly, instructing the vehicle to output a takeover request, which is used to request the driver to take over the vehicle at the first intersection, and the driver completes the intersection turning operation.

[0224] Optionally, in the vehicle control method shown in FIG. 5 , FIG. 7 , and FIG. 9 , the vehicle control method further includes:

[0225] When the first driving decision is non-straight driving, a fourth driving decision is generated.

[0226] The fourth driving decision is further used to control the driving speed of the vehicle before the first intersection to be less than a third threshold.

[0227] It can be understood that when the first driving decision generated controls the vehicle to go non-straight at the first intersection (for example, turn left, turn right, or make a U-turn), a fourth driving decision can also be generated accordingly to control the vehicle's driving speed before the first intersection to be less than a third threshold. The third threshold is not a fixed value and can be adjusted according to different driving application scenarios.

[0228] Through the embodiments of the present application, speed limits are set before vehicles pass through non-straight intersections, which can avoid possible safety accidents caused by excessive speed after the vehicle enters the intersection and reduce driving risks in the intersection.

[0229] The above describes in detail the methods of the embodiments of the present application. The following provides an apparatus for implementing any method in the embodiments of the present application. For example, an apparatus is provided that includes units (or means) for implementing each step performed by the device in any of the above methods.

[0230] Please refer to FIG11 , which is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.

[0231] As shown in Figure 11, the vehicle control device 110 may include a communication unit 1101 and a processing unit 1102. The communication unit 1101 and the processing unit 1102 may be software, hardware, or a combination of software and hardware.

[0232] The communication unit 1101 can implement a sending function and / or a receiving function, and can also be described as a transceiver unit. The communication unit 1101 can also be a unit that integrates an acquisition unit and a transmission unit, wherein the acquisition unit is used to implement the receiving function and the transmission unit is used to implement the transmission function. Optionally, the communication unit 1101 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0233] In one possible design, the vehicle control device 110 may correspond to the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above. For example, the vehicle control device 110 may be an electronic device or a chip in an electronic device. The vehicle control device 110 may include a unit for executing the operations performed by the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above, and each unit in the vehicle control device 110 is respectively for implementing the operations performed by the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above. The description of each unit is as follows:

[0234] The communication unit 1101 is used to obtain the driving direction indication information of the lane where the vehicle is located;

[0235] The processing unit 1102 is used to generate a first driving decision based on the driving direction indication information, where the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.

[0236] In a possible implementation, the communication unit 1101 is further configured to obtain traffic light information at the first intersection;

[0237] The processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;

[0238] The processing unit 1102 is further configured to determine, when the lane in which the vehicle is located is a composite lane including left and right turns, the first traffic light information of the first intersection based on the color state and / or countdown information in the traffic light information;

[0239] The processing unit 1102 is further configured to generate the first driving decision according to the first traffic light information.

[0240] In a possible implementation, the communication unit 1101 is further configured to obtain the driver's steering intention information;

[0241] The processing unit 1102 is specifically configured to generate the first driving decision according to the driving direction indication information and the driving steering intention information.

[0242] In a possible implementation, the processing unit 1102 is specifically configured to generate the first driving decision according to the driving direction indication information and the driving steering intention information when the vehicle meets the turning condition.

[0243] In a possible implementation, the turning condition includes at least one of the following:

[0244] The distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.

[0245] In a possible implementation, the processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;

[0246] The processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn right at the first intersection when the driving steering intention information indicates a right turn;

[0247] Alternatively, the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn;

[0248] Alternatively, the processing unit 1102 is further specifically configured to generate a first driving decision for controlling the vehicle to turn around at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes U-turns but does not include left turns.

[0249] In a possible implementation, the processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;

[0250] The processing unit 1102 is further configured to generate, when the lane where the vehicle is located is a one-way turn lane, a first driving decision for controlling the vehicle to drive in the driving direction indicated by the one-way turn lane at the first intersection;

[0251] Alternatively, the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located is a composite lane including a straight lane;

[0252] Alternatively, the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the lane in which the vehicle is located is a composite lane including a left turn and a U-turn;

[0253] Alternatively, the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located does not include a driving direction indication.

[0254] In a possible implementation, the communication unit 1101 is further configured to obtain traffic light information at the first intersection;

[0255] The processing unit 1102 is further configured to generate a second driving decision based on the traffic light information at the first intersection and the first driving decision.

[0256] In a possible implementation, the processing unit 1102 is specifically configured to, when the first driving decision is non-straight driving, determine second traffic light information of the first intersection corresponding to the first driving decision;

[0257] The processing unit 1102 is further specifically configured to generate the second driving decision based on the second traffic light information, wherein the second driving decision is configured to control the vehicle to pass through the first intersection or brake before the first intersection in the driving direction corresponding to the first driving decision.

[0258] In a possible embodiment, the processing unit 1102 is also used to generate a third driving decision when the first driving decision is non-straight driving, and the third driving decision is used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.

[0259] In a possible implementation, the driving direction indication information includes lane guidance arrow information and / or lane driving direction sign information.

[0260] In a possible implementation manner, the driving steering intention information includes steering lever information and / or steering wheel steering information.

[0261] Regarding the communication unit 1101 and the processing unit 1102 described in this design, the steps executed by them can refer to the corresponding implementation methods of the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.

[0262] Regarding the technical effects brought about by the implementation methods executed by the communication unit 1101 and the processing unit 1102 described in this design, please refer to the introduction of the technical effects of the method embodiments shown in Figures 5, 7, and 9 above.

[0263] According to an embodiment of the present application, each unit in the device shown in Figure 11 can be separately or all merged into one or several other units to constitute, or a certain (some) unit therein can also be split into multiple smaller units to constitute, which can achieve the same operation without affecting the realization of the technical effects of the embodiments of the present application. The above-mentioned units are divided based on logical functions. In practical applications, the function of a unit can also be realized by multiple units, or the function of multiple units can be realized by one unit. In other embodiments of the present application, other units can also be included based on electronic equipment. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented by collaboration of multiple units.

[0264] It should be noted that the implementation of each unit may also refer to the corresponding description of the method embodiments shown in FIG. 5 , FIG. 7 , and FIG. 9 .

[0265] In the vehicle control device 110 described in Figure 11, for vehicles that do not use the global navigation recommendation system in the LCC scenario, corresponding driving decisions are generated based on the driving direction indication information of the lane where the vehicle is located, and the vehicle's driving behavior at the intersection is controlled. The lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced.

[0266] In the case where the vehicle control device 110 may be an electronic device, reference may be made to the structural diagram of the electronic device shown in FIG12 .

[0267] It should be understood that the electronic device 120 shown in FIG12 is merely an example, and the electronic device of the embodiment of the present application may further include other components, or include components with similar functions to the components in FIG12 , or may not include all the components in FIG12 .

[0268] The electronic device 120 includes a transceiver interface 1201 and at least one processor 1202 .

[0269] The electronic device 120 may correspond to a vehicle control device. The transceiver interface 1201 is used to send and receive signals, and the at least one processor 1202 executes program instructions so that the electronic device 120 implements the corresponding process of the method executed by the corresponding device in the above method embodiment.

[0270] In one possible design, the electronic device 120 may correspond to the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above. For example, the electronic device 120 may be a vehicle control device or a chip in the vehicle control device. The electronic device 120 may include components for executing the operations performed by the vehicle control device in the above method embodiments, and each component in the electronic device 120 is respectively for implementing the operations performed by the vehicle control device in the above method embodiments. Specifically, it may be as follows:

[0271] Acquire driving direction indication information of the lane in which the vehicle is located, and generate a first driving decision based on the driving direction indication information. The first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.

[0272] Regarding the transceiver interface 1201 and at least one processor 1202 described in this design, the steps executed can refer to the corresponding implementation methods of the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.

[0273] Regarding the technical effects brought about by the implementation methods executed by the transceiver interface 1201 and at least one processor 1202 described in this design, please refer to the introduction of the technical effects of the method embodiments corresponding to Figures 5, 7, and 9 above.

[0274] In the electronic device 120 described in Figure 12, for vehicles that do not use the global navigation recommendation system in the LCC scenario, corresponding driving decisions are generated based on the driving direction indication information of the lane where the vehicle is located, and the driving behavior of the vehicle at the intersection is controlled. The lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced.

[0275] In the case where the vehicle control device 110 can be a chip or a chip system, reference can be made to the schematic diagram of the chip structure shown in FIG13 .

[0276] As shown in Figure 13 , chip 130 includes a processor 1301 and an interface 1302. There may be one or more processors 1301, and there may be multiple interfaces 1302. It should be noted that the functions of processor 1301 and interface 1302 can be implemented through hardware design, software design, or a combination of hardware and software, without limitation.

[0277] Optionally, the chip 130 may further include a memory 1303 , which is used to store necessary program instructions and data.

[0278] In this application, processor 1301 may be configured to call a program for implementing the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 1303 and execute the instructions included in the program. Interface 1302 may be configured to output the execution results of processor 1301. In this application, interface 1302 may be specifically configured to output various messages or information from processor 1301.

[0279] Regarding the vehicle control method provided by one or more embodiments of the present application, reference may be made to the various embodiments shown in FIG. 5 , FIG. 7 , and FIG. 9 , which will not be described in detail here.

[0280] The processor in the embodiments of the present application may be a central processing unit (CPU), and may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc.

[0281] The memory in the embodiments of the present application is used to provide storage space, in which data such as an operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0282] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer-readable storage medium, in which a computer program is stored. When the computer program runs on one or more processors, the method shown in Figures 5, 7, and 9 can be implemented.

[0283] According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer program product, which includes a computer program. When the computer program runs on a processor, it can implement the methods shown in Figures 5, 7, and 9 above.

[0284] An embodiment of the present application further provides an intelligent driving vehicle, which includes at least one vehicle control device 110 , or electronic device 120 , or chip 130 .

[0285] An embodiment of the present application further provides a processing device, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0286] It should be understood that the above-mentioned processing device can be a chip. The units in the above-mentioned various device embodiments and the electronic devices in the method embodiments are completely corresponding, and the corresponding steps are performed by the corresponding modules or units. For example, the communication unit (transceiver) performs the receiving or sending steps in the method embodiment, and the other steps except sending and receiving can be performed by the processing unit (processor). The functions of the specific units can refer to the corresponding method embodiments. Among them, there can be one or more processors.

[0287] It is understood that in the embodiments of the present application, the electronic device can perform some or all of the steps in the embodiments of the present application. These steps or operations are merely examples, and the embodiments of the present application can also perform other operations or variations of various operations. In addition, the various steps can be performed in a different order than those presented in the embodiments of the present application, and it is possible that not all operations in the embodiments of the present application need to be performed.

[0288] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0289] The units described as separate components may or may not be physically separate, and 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 these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0290] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0291] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0292] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: Applied to a vehicle in a lane centering (LCC) scenario, the method includes: Obtaining driving direction indication information of the lane where the vehicle is located; A first driving decision is generated according to the driving direction indication information, where the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is an intersection in front of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining traffic light information at the first intersection; Generating a first driving decision according to the driving direction indication information includes: determining the type of lane in which the vehicle is located according to the driving direction indication information; When the lane where the vehicle is located is a composite lane including left and right turns, determining first traffic light information of the first intersection according to the color state and / or countdown information in the traffic light information; The first driving decision is generated according to the first traffic light information.

3. The method according to claim 1, characterized in that The method further comprises: Obtaining the driver's steering intention information; Generating a first driving decision according to the driving direction indication information includes: The first driving decision is generated according to the driving direction indication information and the driving steering intention information.

4. The method according to claim 3, characterized in that Generating the first driving decision according to the driving direction indication information and the driving steering intention information includes: When the vehicle satisfies the turning condition, the first driving decision is generated according to the driving direction indication information and the driving steering intention information.

5. The method according to claim 4, characterized in that The turning condition includes at least one of the following: The distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.

6. The method according to any one of claims 3 to 5, characterized in that Generating the first driving decision according to the driving direction indication information and the driving steering intention information includes: determining the type of lane in which the vehicle is located according to the driving direction indication information; generating a first driving decision for controlling the vehicle to turn right at the first intersection when the driving steering intention information indicates a right turn; Alternatively, when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn, generating a first driving decision for controlling the vehicle to turn left at the first intersection; Alternatively, when the driving steering intention information indicates a left turn and the lane where the vehicle is located is a lane that includes U-turns but does not include left turns, a first driving decision is generated for controlling the vehicle to make a U-turn at the first intersection.

7. The method according to claim 1, characterized in that Generating a first driving decision according to the driving direction indication information includes: determining the type of lane in which the vehicle is located according to the driving direction indication information; generating a first driving decision for controlling the vehicle to drive in a driving direction indicated by the single-turn lane at the first intersection when the lane where the vehicle is located is a single-turn lane; Alternatively, when the lane where the vehicle is located is a composite lane including a straight lane, generating a first driving decision for controlling the vehicle to go straight at the first intersection; Alternatively, when the lane where the vehicle is located is a composite lane including a left turn and a U-turn, generating a first driving decision for controlling the vehicle to turn left at the first intersection; Alternatively, when the lane where the vehicle is located does not include a driving direction indication, a first driving decision is generated for controlling the vehicle to go straight at the first intersection.

8. The method according to any one of claims 1 to 7, characterized in that The method further comprises: Obtaining traffic light information at the first intersection; A second driving decision is generated based on the traffic light information at the first intersection and the first driving decision.

9. The method according to claim 8, characterized in that Generating a second driving decision according to the traffic light information at the first intersection and the first driving decision includes: When the first driving decision is non-straight driving, determining second traffic light information of the first intersection corresponding to the first driving decision; The second driving decision is generated according to the second traffic light information, and the second driving decision is used to control the vehicle to pass through the first intersection or brake before the first intersection according to the driving direction corresponding to the first driving decision.

10. The method according to any one of claims 1 to 9, characterized in that The method further comprises: In a case where the first driving decision is non-straight driving, a third driving decision is generated, wherein the third driving decision is used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.

11. The method according to any one of claims 1 to 10, characterized in that The driving direction indication information includes lane guide arrow information and / or lane driving direction sign information.

12. The method according to any one of claims 3 to 6, characterized in that The driving steering intention information includes steering lever information and / or steering wheel steering information.

13. A vehicle control device, characterized in that: Applicable to vehicles in lane centering (LCC) scenarios, the device includes: A processing unit and a communication unit, wherein: The communication unit is used to obtain the driving direction indication information of the lane where the vehicle is located; The processing unit is used to generate a first driving decision based on the driving direction indication information, where the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.

14. The device according to claim 13, characterized in that The communication unit is further configured to obtain traffic light information at the first intersection; The processing unit is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information; The processing unit is further configured to determine, when the lane where the vehicle is located is a composite lane including left and right turns, the first traffic light information of the first intersection based on the color state and / or countdown information in the traffic light information; The processing unit is further configured to generate the first driving decision according to the first traffic light information.

15. The device according to claim 13, characterized in that The communication unit is further configured to obtain the driver's steering intention information; The processing unit is specifically configured to generate the first driving decision based on the driving direction indication information and the driving steering intention information.

16. The device according to claim 15, characterized in that The processing unit is specifically configured to generate the first driving decision according to the driving direction indication information and the driving steering intention information when the vehicle meets the turning condition.

17. The device according to claim 16, characterized in that The turning condition includes at least one of the following: The distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.

18. The device according to any one of claims 15 to 17, characterized in that The processing unit is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information; The processing unit is further configured to generate a first driving decision for controlling the vehicle to turn right at the first intersection when the driving steering intention information indicates a right turn; Alternatively, the processing unit is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn; Alternatively, the processing unit is further configured to generate a first driving decision for controlling the vehicle to make a U-turn at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes U-turns but does not include left turns.

19. The device according to claim 13, characterized in that The processing unit is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information; The processing unit is further configured to generate, when the lane where the vehicle is located is a one-way turning lane, a first driving decision for controlling the vehicle to drive in the driving direction indicated by the one-way turning lane at the first intersection; Alternatively, the processing unit is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located is a composite lane including a straight lane; Alternatively, the processing unit is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the lane where the vehicle is located is a composite lane including a left turn and a U-turn; Alternatively, the processing unit is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located does not include a driving direction indication.

20. The device according to any one of claims 13 to 19, characterized in that The communication unit is further configured to obtain traffic light information at the first intersection; The processing unit is further configured to generate a second driving decision based on the traffic light information at the first intersection and the first driving decision.

21. The device according to claim 20, characterized in that The processing unit is specifically configured to determine, when the first driving decision is non-straight driving, the second traffic light information of the first intersection corresponding to the first driving decision; The processing unit is further specifically used to generate the second driving decision based on the second traffic light information, and the second driving decision is used to control the vehicle to pass through the first intersection or brake before the first intersection in the driving direction corresponding to the first driving decision.

22. The device according to any one of claims 13 to 21, characterized in that The processing unit is further configured to generate a third driving decision when the first driving decision is non-straight driving, wherein the third driving decision is configured to instruct the vehicle to output a takeover request, and the takeover request is configured to request the driver to take over the vehicle at the first intersection.

23. The device according to any one of claims 13 to 22, characterized in that The driving direction indication information includes lane guide arrow information and / or lane driving direction sign information.

24. The device according to any one of claims 15 to 18, characterized in that The driving steering intention information includes steering lever information and / or steering wheel steering information.

25. A vehicle control device, characterized in that: comprising a processor for executing the method according to any one of claims 1 to 12.

26. A chip, characterized in that: comprising a logic circuit and an interface, wherein the logic circuit and the interface are coupled; The interface is used to input and / or output information, and the logic circuit is used to execute the method according to any one of claims 1 to 12.

27. A vehicle, characterized in that: The vehicle control device comprises the vehicle control device according to any one of claims 13 to 24, or the vehicle control device according to claim 25, or the chip according to claim 26.

28. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store a computer program, and when the computer program is executed by a computer, the method according to any one of claims 1 to 12 is implemented.

29. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a computer, the computer program is used to implement the method according to any one of claims 1 to 12.

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