Vehicle control method and apparatus, vehicle, and storage medium

Abstract

A vehicle control method and apparatus, a vehicle, and a storage medium. By integrating a millimeter-wave radar and an ultra-wideband technology module into an electromagnetic wave sensor, the electromagnetic wave sensor can have the functions of both the millimeter-wave radar and the ultra-wideband technology module, thereby reducing excessive occupation of vehicle assembly space and reducing wire harness arrangement. In addition, the method can also determine the movement trend of a target pedestrian by means of the millimeter-wave radar and acquire distance information between the vehicle and the target pedestrian by means of the ultra-wideband technology module, and on the basis of the movement trend and the distance information, generate a control instruction for the vehicle. While avoiding the waste of vehicle assembly space, this enables the vehicle control decision-making process to simultaneously take into account monitoring data from both the millimeter-wave radar and the ultra-wideband technology module, thereby improving control efficiency for the vehicle.

Description

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

[0001] This application claims priority to Chinese Patent Application No. 202411219156.9, filed on August 29, 2024, entitled “A vehicle control method, apparatus, vehicle and storage medium”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, a vehicle control device, a vehicle, and a computationally readable storage medium. Background Technology

[0003] With the continuous evolution and popularization of intelligent connected vehicle technology, intelligent driving has become an important function of vehicles. Among them, intelligent vehicle control enables cars to perceive their surroundings, make decisions, and execute actions like humans.

[0004] To improve vehicle control efficiency, more sensors are needed to acquire information and improve decision-making quality, but the increase in sensors leads to a reduction in vehicle assembly space. Summary of the Invention

[0005] This application provides a vehicle control method, apparatus, vehicle, and computationally readable storage medium to overcome or at least partially solve the above-mentioned problems.

[0006] This application discloses a vehicle control method applied to a vehicle equipped with one or more electromagnetic wave sensors. These sensors integrate millimeter-wave radar and ultra-wideband technology modules, including:

[0007] The movement trend of the target pedestrian is determined by millimeter-wave radar, and the distance information between the vehicle and the target pedestrian is obtained by ultra-wideband technology module;

[0008] Control commands for the vehicle are generated based on movement trends and distance information.

[0009] Optionally, the vehicle is equipped with a native interface for electromagnetic wave sensors. The millimeter-wave radar and ultra-wideband technology module are connected to a common wiring harness through the native interface. The common wiring harness is used to propagate the signals of the millimeter-wave radar and ultra-wideband technology module.

[0010] Optionally, the electromagnetic wave sensor includes a shared power supply module;

[0011] The shared power supply module is used to power the millimeter-wave radar and ultra-wideband technology modules.

[0012] Optionally, the electromagnetic wave sensor includes a temperature-compensated crystal oscillator and a low-dropout regulator for millimeter-wave radar and ultra-wideband technology modules;

[0013] The low-dropout regulator is used to receive the input voltage from the shared power supply module and output voltage to the temperature-compensated crystal oscillator.

[0014] Optionally, the steps for determining the movement trend of a target pedestrian using millimeter-wave radar include:

[0015] Use millimeter-wave radar to acquire point cloud data for the target pedestrian;

[0016] The movement trends of the target pedestrians are determined by point cloud data.

[0017] Optionally, the steps of obtaining distance information between a vehicle and a target pedestrian using an ultra-wideband technology module include:

[0018] When the direction of movement of the target pedestrian is determined to be toward the preset target location based on the movement trend, the ultra-wideband technology module is controlled to obtain the distance information between the vehicle and the target pedestrian.

[0019] Optionally, before the steps of determining the movement trend of the target pedestrian using millimeter-wave radar and obtaining the distance information between the vehicle and the target pedestrian using an ultra-wideband technology module, the method further includes:

[0020] A first sensing area is determined for millimeter-wave radar, and a second sensing area is determined for ultra-wideband technology modules; wherein the sensing range of the first sensing area is greater than the sensing range of the second sensing area.

[0021] Optionally, the steps of using millimeter-wave radar to acquire point cloud data for a target pedestrian include:

[0022] When it is determined that a pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the millimeter-wave radar is controlled to acquire point cloud data for the pedestrian.

[0023] Optionally, when the direction of travel of the target pedestrian is determined to be toward a preset target location based on the movement trend, the step of controlling the ultra-wideband technology module to obtain the distance information between the vehicle and the target pedestrian includes:

[0024] When it is determined that the target pedestrian has entered the second sensing area corresponding to the ultra-wideband technology module, and the direction of the target pedestrian's movement is determined to be towards the preset target position based on the movement trend, the ultra-wideband technology module is controlled to obtain the distance information between the vehicle and the target pedestrian.

[0025] Optionally, the step of generating control commands for the vehicle based on movement trends and distance information includes:

[0026] Generate unlock commands and / or start commands for the vehicle based on distance information and movement trends.

[0027] Optionally, generating an unlock command for the vehicle based on distance information and movement trends, and / or, the steps for initiating the command include:

[0028] When the direction of movement of the target pedestrian is determined to be toward the preset target location based on the movement trend, and the distance information is less than the preset distance threshold, an unlock command and / or a start command are generated for the vehicle.

[0029] Optionally, the millimeter-wave radar includes a microcontroller unit;

[0030] The microcontroller unit is used to process the operational data of the millimeter-wave radar and ultra-wideband technology modules, including point cloud data and distance information.

[0031] Optionally, it also includes:

[0032] When it is determined that the target pedestrian has not entered the second sensing area, the control ultra-wideband technology module is put into a dormant state.

[0033] Optionally, the steps of controlling the ultra-wideband technology module to acquire distance information between the vehicle and the target pedestrian include:

[0034] Send a wake-up signal to the ultra-wideband technology module;

[0035] The control ultra-wideband technology module responds to the received wake-up signal and obtains the distance information between the vehicle and the target pedestrian.

[0036] Optionally, before the step of controlling the millimeter-wave radar to acquire point cloud data for the target pedestrian when it is determined that the target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the method further includes:

[0037] Determine the range resolution for millimeter-wave radar;

[0038] Determine the range accuracy for millimeter-wave radar;

[0039] The range resolution and range accuracy control the millimeter-wave radar to enter monitoring mode.

[0040] Optionally, the steps for determining the range resolution for millimeter-wave radar include:

[0041] Determine the radar signal bandwidth and speed of light constant of millimeter-wave radar;

[0042] The range resolution of millimeter-wave radar is calculated using radar signal bandwidth and the speed of light constant.

[0043] Optionally, the steps for determining the range accuracy for millimeter-wave radar include:

[0044] Determine the signal power, noise power, and pulse repetition frequency of the millimeter-wave radar;

[0045] The noise standard deviation is calculated using signal power, noise power, and pulse repetition frequency.

[0046] The range accuracy of millimeter-wave radar is determined using the noise standard deviation.

[0047] This application also discloses a vehicle control device, which is applied to a vehicle. The vehicle is equipped with one or more electromagnetic wave sensors, which integrate millimeter-wave radar and ultra-wideband technology modules, including:

[0048] The target pedestrian detection module is used to determine the movement trend of the target pedestrian through millimeter-wave radar and to obtain the distance information between the vehicle and the target pedestrian through an ultra-wideband technology module.

[0049] The control command generation module is used to generate control commands for the vehicle based on movement trends and distance information.

[0050] This application also discloses a vehicle, including:

[0051] One or more processors;

[0052] And one or more machine-readable media on which instructions are stored, which, when executed by one or more processors, cause the vehicle to perform one or more of the methods described above.

[0053] This application also discloses a computationally readable storage medium storing instructions that, when executed by one or more processors, cause the processors to perform the methods described in this application.

[0054] The embodiments of this application have the following advantages:

[0055] In this embodiment, millimeter-wave radar and ultra-wideband technology modules can be integrated into an electromagnetic wave sensor, enabling the electromagnetic wave sensor to simultaneously possess the functions of both millimeter-wave radar and ultra-wideband technology modules. This reduces excessive space occupation in vehicle assembly and minimizes wiring harness layout. Furthermore, this embodiment can determine the movement trend of a target pedestrian using millimeter-wave radar and acquire distance information between the vehicle and the target pedestrian using the ultra-wideband technology module. Based on the movement trend and distance information, control commands for the vehicle can be generated. This avoids wasting vehicle assembly space and allows the vehicle control decision-making process to simultaneously reference monitoring data from both millimeter-wave radar and ultra-wideband technology modules, thereby improving vehicle control efficiency. Attached Figure Description

[0056] Figure 1 is a schematic diagram of a millimeter-wave radar provided by related technologies;

[0057] Figure 2 is a schematic diagram of an ultra-wideband positioning method provided by related technologies;

[0058] Figure 3 is a flowchart of a vehicle control method provided in an embodiment of this application;

[0059] Figure 4 is a schematic diagram of the structure of an electromagnetic wave sensor provided in an embodiment of this application;

[0060] Figure 5 is a flowchart illustrating a vehicle control method provided in an embodiment of this application;

[0061] Figure 6 is a schematic diagram of the installation location structure of a vehicle millimeter-wave radar provided by related technologies;

[0062] Figure 7 is a schematic diagram of the installation location structure of an ultra-wideband technology module provided by related technologies;

[0063] Figure 8 is a schematic diagram of the installation position structure of an electromagnetic wave sensor provided in an embodiment of this application;

[0064] Figure 9 is a schematic diagram of the power supply structure and data transmission mechanism of an electromagnetic wave sensor provided in an embodiment of this application;

[0065] Figure 10 is a schematic diagram of another electromagnetic wave sensor provided in an embodiment of this application;

[0066] Figure 11 is a schematic diagram of a sensing area provided in an embodiment of this application;

[0067] Figure 12 is a schematic diagram of a movement trend provided in an embodiment of this application;

[0068] Figure 13 is a schematic diagram of another movement trend provided in an embodiment of this application;

[0069] Figure 14 is a schematic diagram of the structure of another electromagnetic wave sensor provided in the embodiments of this application;

[0070] Figure 15 is a flowchart of another vehicle control method provided in an embodiment of this application;

[0071] Figure 16 is a structural block diagram of a vehicle control device provided in an embodiment of this application;

[0072] Figure 17 is a structural block diagram of a vehicle provided in an embodiment of this application. Specific Implementation

[0073] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0074] Referring to Figure 1, which is a schematic diagram of a millimeter-wave radar provided by related technologies, a millimeter-wave radar is a sensor that uses electromagnetic waves in the millimeter-wave frequency band to detect targets. It obtains information such as the target's distance, speed, and angle by emitting electromagnetic waves and receiving signals reflected back from the target.

[0075] The millimeter-wave radar may include a transmission link 101, which may include a transmitter 1011. In practical applications, the transmitter can be controlled to adjust the power of the transmitted signal to adapt to different detection distances and environments. The waveform type of the transmitted signal (such as linear frequency modulation signal, pulse signal, etc.) can also be configured according to different detection requirements. Then, the configured signal is amplified and transmitted.

[0076] The millimeter-wave radar may also include a receiving link 102, which may include an antenna 1021 for receiving signals reflected back from the target.

[0077] The receiving link 102 may also include a low-noise amplifier 1022 (LNA): amplifying weak received signals and improving the signal-to-noise ratio.

[0078] The low-noise amplifier 1022 can be used for mixing to convert received high-frequency signals into intermediate-frequency signals for easier subsequent processing.

[0079] The low-noise amplifier 1022 can be used for filtering, removing noise and interference signals while retaining useful signals.

[0080] The receiving link 102 may also include an analog-to-digital converter 1023 (ADC): converting analog signals into digital signals for digital signal processing.

[0081] Millimeter-wave radar may also include a hardware accelerator 103;

[0082] The hardware accelerator 103 can be used to perform range-dimensional FFT (Fast Fourier Transform): by converting the time-domain signal into a frequency-domain signal through Fourier transform, the distance information of the target can be obtained.

[0083] The hardware accelerator 103 can be used to perform velocity-dimensional FFT: by performing Fourier transform on the signals of multiple distance cells, the velocity information of the target can be obtained.

[0084] The hardware accelerator 103 can be used to perform CFAR and peak detection: using the constant false alarm rate (CFAR) detection algorithm and the peak detection algorithm to detect targets from clutter.

[0085] The hardware accelerator 103 can be used to perform DOA estimation (Direction of arrival): by processing signals from multiple receiving channels, the angle of arrival of the target is estimated, thereby determining the target's orientation.

[0086] Target tracking and clustering: The detected targets are associated and tracked to form trajectories, and multiple targets are clustered.

[0087] Millimeter-wave radar may also include a microcontroller unit 104 (MCU).

[0088] The microcontroller unit 104 can be used to perform self-calibration: periodically calibrating the system to ensure the accuracy of measurements.

[0089] The microcontroller unit 104 can be used to execute business algorithms: according to different application scenarios, it can realize specific functions, such as vehicle perception and pedestrian detection.

[0090] The microcontroller unit 104 can be used to perform waveform configuration: control the waveform configuration of the transmitter.

[0091] The microcontroller unit 104 may include a digital signal processor (DSP) for processing the data output by the DSP and performing further processing according to the requirements of the business algorithm.

[0092] The microcontroller unit 104 can communicate with the electronic control unit 105 (ECU): sending processed data to the vehicle's electronic control unit to perform various functions.

[0093] UWB (Ultra Wide Band) is a technology that does not require a carrier wave. It obtains high bandwidth (3.1G-10.6G) by sending extremely short pulse signals (nanosecond level). It is precisely because of these extremely short pulse signals that it brings extremely high time resolution. At the same time, UWB technology combines some common distance calculation algorithms such as TWR (Two-Way Ranging) two-way ranging and positioning algorithm, TOA (Time of Arrival) positioning algorithm, and TDOA (Time Difference of Arrival) positioning algorithm to calculate distance. Due to the short response time, it can obtain extremely high distance accuracy (cm level). The UWB positioning method is shown in Figure 2. Figure 2 is a schematic diagram of an ultra-wideband technology positioning method provided by related technologies. Target 202 is detected by multiple UWB carrier waves.

[0094] Referring to Figure 3, a flowchart of the steps of a vehicle control method provided in an embodiment of this application is shown, which may specifically include the following steps:

[0095] Step 301: Determine the movement trend of the target pedestrian using millimeter-wave radar, and obtain the distance information between the vehicle and the target pedestrian using an ultra-wideband technology module;

[0096] Step 302: Generate control commands for the vehicle based on movement trends and distance information.

[0097] In a specific implementation, the embodiments of this application can be applied to vehicles. Referring to FIG4, a structural schematic diagram of an electromagnetic wave sensor provided in an embodiment of this application is shown. In a specific implementation, the vehicle can be equipped with an electromagnetic wave sensor 400, which may include a millimeter-wave radar 401 and an ultra-wideband technology module 402.

[0098] For example, referring to Figure 5, which is a flowchart of a vehicle control method provided in an embodiment of this application; the method calls millimeter-wave radar to obtain the action trend analysis results of the target pedestrian, calls the ultra-wideband technology module to sense the distance, and determines the action trend analysis results and sensing distance as the monitoring results of the target pedestrian to generate control commands for the vehicle.

[0099] In this embodiment, millimeter-wave radar and ultra-wideband technology modules can be integrated into an electromagnetic wave sensor, enabling the electromagnetic wave sensor to simultaneously possess the functions of both millimeter-wave radar and ultra-wideband technology modules. This reduces excessive space occupation in vehicle assembly and minimizes wiring harness layout. Furthermore, this embodiment can determine the movement trend of a target pedestrian using millimeter-wave radar and acquire distance information between the vehicle and the target pedestrian using the ultra-wideband technology module. Based on the movement trend and distance information, control commands for the vehicle can be generated. This avoids wasting vehicle assembly space and allows the vehicle control decision-making process to simultaneously reference monitoring data from both millimeter-wave radar and ultra-wideband technology modules, thereby improving vehicle control efficiency.

[0100] Based on the above embodiments, modified embodiments of the above embodiments are proposed. It should be noted that, in order to keep the description brief, only the differences from the above embodiments are described in the modified embodiments.

[0101] In an optional embodiment of this application, the vehicle is provided with a native interface for electromagnetic wave sensors. The millimeter-wave radar and ultra-wideband technology module are connected to a common wiring harness through the native interface. The common wiring harness is used to transmit signals from the millimeter-wave radar and ultra-wideband technology module.

[0102] In practical applications, referring to Figures 6 and 7, Figure 6 is a schematic diagram of the installation position structure of a vehicle millimeter-wave radar provided by related technologies; Figure 7 is a schematic diagram of the installation position structure of an ultra-wideband technology module provided by related technologies. Related technologies usually configure millimeter-wave radar and UWB modules in different parts of the vehicle body. Millimeter-wave radar and UWB modules need to be installed in similar locations and have separate wiring, which wastes valuable assembly space in the vehicle body.

[0103] This embodiment integrates millimeter-wave radar and ultra-wideband technology modules into an electromagnetic wave sensor. Only the original interface and wiring area of ​​the millimeter-wave radar need to be retained at the original vehicle mounting location. The millimeter-wave radar and ultra-wideband technology modules connect to a shared wiring harness via their original interfaces. This shared harness transmits signals from both the millimeter-wave radar and ultra-wideband technology modules, thus saving assembly space and reducing wiring complexity. The installation location of the electromagnetic wave sensor is shown in Figure 8, which is a schematic diagram of the installation location structure of an electromagnetic wave sensor provided in this embodiment. As shown in the figure, this embodiment integrates millimeter-wave radar and ultra-wideband technology modules into the electromagnetic wave sensor, allowing the electromagnetic wave sensor to be installed using conventional millimeter-wave radar wiring. The millimeter-wave radar and ultra-wideband technology modules monitor pedestrians to obtain monitoring results, thereby generating control commands for the vehicle based on the monitoring results, achieving vehicle control.

[0104] In one optional embodiment of this application, the electromagnetic wave sensor includes a shared power supply module;

[0105] The shared power supply module is used to power the millimeter-wave radar and ultra-wideband technology modules.

[0106] For example, in practical applications, a DC-DC (Direct Current to Direct Current) power supply is a power converter that transforms direct current from one voltage level to another. In vehicles, DC-DC power supplies play a very important role.

[0107] PMIC (Power Management Integrated Circuit) is a highly integrated chip specifically designed to manage and control the power supply in electronic devices.

[0108] The CAN PHY (CAN Physical Layer) is a crucial component of the Controller Area Network (CAN) bus. It is responsible for converting CAN protocol data frames into physical signals and transmitting them on the bus. Simply put, the CAN PHY is the interface between the CAN bus and external devices; it converts digital signals into electrical signals and ensures reliable data transmission at the physical layer.

[0109] Both EEPROM and NOR Flash are non-volatile memories, meaning that the data they store will not be lost even when power is off. However, they differ in performance and application scenarios.

[0110] EEProm (Electrically Erasable Programmable Read-Only Memory):

[0111] Features: Each byte can be erased and programmed individually; writing speed is relatively slow, but it has a high tolerance for erase and write cycles.

[0112] Applications: Commonly used for storing configuration information, calibration data, and other data that needs to be updated frequently but cannot be lost.

[0113] NOR Flash:

[0114] Features: Fast read speed, suitable for frequent read operations, but erasure is usually performed in blocks, and the write speed is faster than EEPROM.

[0115] Features: Commonly used to store code, data tables, and other data that requires fast access.

[0116] For example, referring to FIG9, FIG9 is a schematic diagram of the power supply structure and data transmission mechanism of an electromagnetic wave sensor provided in an embodiment of the present application, which can be installed using the wiring of the prior millimeter-wave radar.

[0117] The vehicle can be equipped with an electromagnetic wave sensor 703, which may include a millimeter-wave radar 704 and an ultra-wideband technology module 705. The electromagnetic wave sensor 703 can be connected to a DC-DC power supply 701 via a power management integrated circuit 702, thereby powering the millimeter-wave radar 704 and the ultra-wideband technology module 705. The electromagnetic wave sensor 703 can be connected to a non-volatile memory EEPROM 706 and a NOR Flash 707, respectively. The non-volatile memory EEPROM 706 can be used to store millimeter-wave radar parameter configurations, such as antenna pattern, frequency, sampling rate, and signal processing algorithm parameters. These parameters typically need to be configured during equipment manufacturing or adjusted during equipment operation. It can also store calibration data: the millimeter-wave radar system requires periodic calibration to ensure the accuracy of measurement data. Calibration data can be stored in the EEPROM. Finally, it can store fault records: the millimeter-wave radar system can record fault information during operation for fault analysis and maintenance.

[0118] The NOR Flash707 can be used to store firmware programs: the firmware program of the radar system can be stored in the NOR Flash so that it can be loaded when the system starts up; and to store real-time data cache: some real-time data, such as target tracking data, distance measurement data, etc., can be temporarily stored in the NOR Flash for subsequent processing or analysis.

[0119] The electromagnetic wave sensor 703 can also be connected to the CAN physical layer 708 to generate control commands. The fused electromagnetic wave sensor is connected to the vehicle's CAN via the standard vehicle CAN FD communication interface. This saves on vehicle installation space and wiring compared to connecting the UWB module and millimeter wave module to the vehicle network separately.

[0120] Referring to Figure 10, which is a schematic diagram of another electromagnetic wave sensor provided in an embodiment of this application.

[0121] The vehicle may be equipped with an electromagnetic wave sensor 900, which may include a millimeter-wave radar 901 and an ultra-wideband technology module 902.

[0122] In one optional embodiment of this application, the electromagnetic wave sensor includes a temperature-compensated crystal oscillator and a low-dropout regulator for millimeter-wave radar and ultra-wideband technology modules;

[0123] The low-dropout regulator is used to receive the input voltage from the shared power supply module and output voltage to the temperature-compensated crystal oscillator.

[0124] The ultra-wideband technology module 902 includes an RF front-end chip, an ultra-wideband technology module antenna 905, a temperature-compensated crystal oscillator (TCXO), and a low-dropout regulator (LDO) with an accuracy greater than a preset threshold.

[0125] Optionally, the temperature-compensated crystal oscillator (TCXO) is a 38.4MHz TCXO. A frequency of 38.4MHz is divisible by other modules in the UWB system, facilitating the generation of various sub-frequencys. Furthermore, 38.4MHz is also a commonly used operating frequency for many digital signal processing chips, ensuring better compatibility with other components.

[0126] Meanwhile, the millimeter-wave radar 901 and the ultra-wideband technology module 902 should adopt low-dropout regulators (LDOs) that meet the accuracy requirements. The function of an LDO is to convert a higher voltage power supply into a stable, low-noise voltage to power the various modules in the circuit. In the UWB system, a high-precision LDO can be used to power the TCXO, which is similar to the power supply requirements of the millimeter-wave radar, which requires a power supply system with low ripple and low load pull rate. Therefore, the ultra-wideband technology module 902 can share a power supply circuit with the millimeter-wave radar 901. That is, the input voltage of the shared power supply module can be received through a low-dropout regulator to output voltage to the temperature-compensated crystal oscillator.

[0127] The millimeter-wave radar 901 may include a radar antenna 906, a microcontroller unit (MCU), a shared power supply module, and a clock unit provided by an external crystal oscillator.

[0128] The shared power supply module can be connected to the DC-DC power supply through the power management integrated circuit PMIC903. Since the power management integrated circuit PMIC903 already includes the voltage domain required by UWB, it can simultaneously power the millimeter-wave radar 901 and the ultra-wideband technology module 902.

[0129] Optionally, the millimeter-wave radar includes a microcontroller unit;

[0130] The microcontroller unit is used to process the operational data of the millimeter-wave radar and ultra-wideband technology modules. The operational data includes at least point cloud data and distance information.

[0131] Since UWB only requires three or more nodes to accurately calculate the distance to a target in smart entry applications, and the algorithm used only involves some basic multiplication and addition operations, and the number of operations is very limited, the MCU logic computing power required is very limited. It can directly share the MCU of the millimeter-wave radar 901 for data processing. For example, the point cloud data acquired by the millimeter-wave radar can be used to determine the movement trend of a pedestrian, thus avoiding the additional cost of a separate UWB MCU.

[0132] Therefore, the microcontroller unit (MCU) in this embodiment of the application can be a shared MCU for millimeter-wave radar 901 and ultra-wideband technology module 902, used to process the service data of millimeter-wave radar 901 and ultra-wideband technology module 902.

[0133] The electromagnetic wave sensor 900 may include a module communication interface 904 for enabling data interaction between the electromagnetic wave sensor 900 and other devices.

[0134] In this embodiment, by including an ultra-wideband (UWB) technology module with an RF front-end chip, an UWB technology module antenna, a temperature-compensated crystal oscillator, and a low-dropout regulator with an accuracy greater than a preset threshold; and by including a millimeter-wave radar with a radar antenna, a microcontroller unit, and a shared power supply module; the microcontroller unit is used to process the service data of the millimeter-wave radar and the UWB technology module; and the shared power supply module is used to supply power to the millimeter-wave radar and the UWB technology module, the integration of the sensor module is ensured while the production cost of the sensor module is reduced.

[0135] In an optional embodiment of this application, the step of determining the movement trend of a target pedestrian using millimeter-wave radar includes:

[0136] Use millimeter-wave radar to acquire point cloud data for the target pedestrian;

[0137] The movement trends of the target pedestrians are determined by point cloud data.

[0138] Point cloud data can be simply understood as a collection of points in three-dimensional space. Each point contains its coordinate information (X, Y, Z) in space, and some points may also contain additional information such as color and intensity. These points are like coordinate points, and when they are densely distributed together, they can completely describe the shape of an object or an entire scene. For example, each point represents the reflection point of a target pedestrian at a certain moment, containing information such as distance, angle, and speed.

[0139] The characteristics of point cloud data include:

[0140] Discreteness: Point cloud data is composed of individual points, unlike images which have continuous pixels.

[0141] Disorder: The points in a point cloud do not have a fixed order and can be arranged and combined arbitrarily.

[0142] Rich information: In addition to coordinate information, point clouds can also contain attributes such as color, intensity, and normal vectors, which can be used to represent features such as the material and surface roughness of an object.

[0143] This application embodiment can call millimeter-wave radar to acquire point cloud data of a target pedestrian, and determine the movement trend of the target pedestrian through the point cloud data.

[0144] For example, the movement trend of a target pedestrian can be determined in the following way:

[0145] 1. Point cloud data processing:

[0146] Denoising: Remove noisy points from point cloud data, such as outliers caused by sensor errors.

[0147] Segmentation: Dividing point cloud data into different objects or regions to facilitate subsequent tracking. Methods such as clustering and region growing can be used.

[0148] Feature extraction: Extracting features of the target, such as the centroid and principal axis direction, which can be used to describe the shape and orientation of the target.

[0149] 2. Analysis of the dynamic relative motion parameters between the target pedestrian and the vehicle. These dynamic relative motion parameters may include:

[0150] Relative speed: Calculates the speed of a target pedestrian relative to a vehicle, which helps predict the pedestrian's direction of movement and speed changes.

[0151] Relative distance: Calculates the distance between the target pedestrian and the vehicle, which helps determine the interaction between the pedestrian and the vehicle, such as whether a collision will occur.

[0152] Relative angle: Calculate the angle of the target pedestrian relative to the vehicle, which helps predict the pedestrian's trajectory.

[0153] 3. Target pedestrian motion trajectory fitting:

[0154] Trajectory model selection: Select an appropriate trajectory model based on the actual scenario and data characteristics, such as constant speed motion model, uniform acceleration motion model, nonlinear motion model, etc.

[0155] Parameter estimation: The parameters of the trajectory model are estimated based on historical point cloud data using methods such as least squares and Kalman filtering.

[0156] Trajectory prediction: By substituting the estimated parameters and dynamic relative motion parameters into the trajectory model, the position of the target pedestrian at a future time is predicted.

[0157] 4. Prediction Algorithm

[0158] Kalman Filter: Kalman filtering is an efficient recursive filtering algorithm that can make the optimal estimate of the system state based on the current measurement value and the state estimate of the previous time step.

[0159] Particle filtering: Particle filtering is a nonlinear filtering algorithm based on the Monte Carlo method. It is suitable for nonlinear and non-Gaussian systems and can handle more complex motion models.

[0160] Deep learning: By using deep learning models, such as recurrent neural networks (RNN) and long short-term memory networks (LSTM), the spatiotemporal features of point cloud sequences are learned, and future trajectories are directly predicted, thereby improving the efficiency of determining movement trajectories.

[0161] In an optional embodiment of this application, the step of obtaining distance information between a vehicle and a target pedestrian using an ultra-wideband technology module includes:

[0162] When the direction of movement of the target pedestrian is determined to be toward the preset target location based on the movement trend, the ultra-wideband technology module is controlled to obtain the distance information between the vehicle and the target pedestrian.

[0163] For example, the driver's side door can be preset as the target position. If the target pedestrian's walking direction is towards the driver's side door, it may be an intention to open the door. At this time, the ultra-wideband technology module can be controlled to obtain the distance information between the vehicle and the target pedestrian.

[0164] In an optional embodiment of this application, before the steps of determining the movement trend of the target pedestrian using millimeter-wave radar and obtaining the distance information between the vehicle and the target pedestrian using an ultra-wideband technology module, the method further includes:

[0165] A first sensing area is determined for millimeter-wave radar, and a second sensing area is determined for ultra-wideband technology modules; wherein the sensing range of the first sensing area is greater than the sensing range of the second sensing area.

[0166] In practical applications, millimeter-wave radar and ultra-wideband technology modules can correspond to different sensing areas. As an ultra-wideband technology, UWB has the inherent advantages of high precision, low power consumption, and high security. However, its sensing distance is very limited (only a dozen meters). It can only sense targets around the vehicle body. That is, UWB can only sense targets when they are close to the vehicle body. In special circumstances such as target occlusion, rapid target approach, and clock interference jitter, it is uncertain whether UWB can make a sensing decision at the appropriate time.

[0167] Therefore, in an optional embodiment of this application, different sensing areas can be set for millimeter-wave radar and UWB.

[0168] Referring to Figure 11, which is a schematic diagram of a sensing area provided in an embodiment of this application.

[0169] In a specific implementation, the first sensing area 1101 can be the sensing area corresponding to the millimeter-wave radar, and the second sensing area 1102 can be the sensing area corresponding to the ultra-wideband technology module. The area of ​​the first sensing area is larger than that of the second sensing area, and the sensing range of the first sensing area is larger than that of the second sensing area.

[0170] Millimeter-wave radar can detect vehicles at a range of over 50 meters and can detect the speed of movement of targets. If the confidence level of a target (whether it is a potential vehicle user) can be predicted in advance within a range of 20 to 50 meters, UWB can be woken up in advance to prepare for data transmission when the target enters the UWB range for identification, which can give UWB more decision-making time.

[0171] Therefore, in this embodiment of the application, when it is determined that a target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the millimeter-wave radar can be controlled to acquire point cloud data of the target pedestrian, so as to improve the decision-making efficiency of subsequent UWB.

[0172] Referring to Figure 12, which is a schematic diagram of a movement trend provided in an embodiment of this application;

[0173] Assuming the pedestrian's target parameters are a = (1 m / s, 30 m, 30°), then a1, a2, a3, and a4 represent the pedestrian's movement trends.

[0174] When it is determined that a target pedestrian has entered the second sensing area corresponding to the ultra-wideband technology module, and the direction of the target pedestrian's movement is determined to be towards the preset target position based on the movement trend, it can be determined that the target pedestrian has entered the sensing area of ​​the MCU and may have the intention to approach the vehicle. Therefore, the ultra-wideband technology module can be controlled to obtain distance information for the target pedestrian. When the distance information meets the preset conditions, an unlocking command and / or a start command for the vehicle can be generated based on the distance information and movement trend.

[0175] Optionally, after the target pedestrian arrives at the second sensing area of ​​the UWB, if the analysis result of the millimeter-wave sensing parameters of the target pedestrian at the motion curve analysis end indicates that the target pedestrian's direction of travel is towards the preset target position, it can be determined that the target pedestrian may have the intention to open the door. If the distance information is less than the preset distance threshold, it can be determined that the target pedestrian has the intention to open the door. At this time, the unlocking and / or start operation can be performed. If the target pedestrian reaches the second sensing area of ​​the UWB, but the analysis result of the millimeter-wave sensing parameters of the target pedestrian at the end of the motion curve analysis shows that the direction of the target pedestrian's movement is not towards the preset target position, then the unlocking and / or starting operation will not be performed. For example, referring to Figure 13, which is a schematic diagram of another movement trend provided in the embodiment of this application, assuming that the target parameter a of the target pedestrian entering the first sensing area 1301 is (1m / s, 30m, 30°), then a1, a2, a3 and a4 are the movement trends of the target pedestrian. Assuming that the millimeter-wave radar detection parameter a4 of the target pedestrian entering the second sensing area 1302 is (0m / s, 15m, 90°), the radial velocity is 0 and the angle is close to vertical, according to the set threshold curve (speed, distance and angle are set and must meet the requirements at the same time), it is determined that the pedestrian has no intention to approach the vehicle and start the vehicle.

[0176] In this embodiment, when a target pedestrian is determined to enter the first sensing area corresponding to the millimeter-wave radar, the millimeter-wave radar is controlled to acquire point cloud data of the target pedestrian; the movement trend of the target pedestrian is determined through the point cloud data; when a target pedestrian is determined to enter the second sensing area corresponding to the ultra-wideband (UWB) technology module, and the direction of the target pedestrian's movement is determined to be towards a preset target position based on the movement trend, the UWB technology module is controlled to acquire distance information of the target pedestrian; and an unlocking command and / or a start command for the vehicle are generated based on the distance information and the movement trend, thereby achieving advance prediction of the target's confidence level (whether it is a potential vehicle user). When the target pedestrian enters the UWB range for identity recognition, the millimeter-wave radar can also provide speed and orientation perception capabilities, analyze the target's movement trend, and determine whether the target pedestrian really needs to unlock and start the vehicle. In this way, by leveraging the joint intervention of millimeter-wave radar and UWB to formulate vehicle control strategies, stronger robustness can be achieved.

[0177] Referring to Figure 14, which is a schematic diagram of the structure of another electromagnetic wave sensor provided in the embodiments of this application.

[0178] The electromagnetic wave sensor includes an ultra-wideband technology module transmission link 1401, which includes an RF front-end chip 14012 and an ultra-wideband technology module antenna 14011.

[0179] The electromagnetic wave sensor also includes millimeter-wave radar, which may include a millimeter-wave radar transmission link 1402. The millimeter-wave radar transmission link 1402 may include a transmitter 14021. In practical applications, the transmitter can be controlled to adjust the power of the transmitted signal, thereby adapting to different detection distances and environments. The waveform type of the transmitted signal (such as linear frequency modulation signal, pulse signal, etc.) can also be configured according to different detection requirements, and then the configured signal is amplified and transmitted.

[0180] The millimeter-wave radar may also include a receive link 1405 for receiving signals reflected back from the target.

[0181] The receiver link 1405 may also include a low-noise amplifier 14051 (LNA): amplifying weak received signals and improving the signal-to-noise ratio.

[0182] The low-noise amplifier 14051 can be used for mixing to convert received high-frequency signals into intermediate-frequency signals for easier subsequent processing.

[0183] The low-noise amplifier 14051 can be used for filtering, removing noise and interference signals while retaining useful signals.

[0184] The receiving link 1405 may also include an analog-to-digital converter 14052 (ADC): converting analog signals into digital signals for digital signal processing.

[0185] The millimeter-wave radar may also include a hardware accelerator 1406 and an electronic control unit 1403. The hardware accelerator 1406 is used to process algorithms related to the millimeter-wave radar, mainly signal-related algorithms such as FFT, CFAR, and DOA algorithms, as well as digital processing algorithms such as target clustering, tracking, and classification. UWB mainly calculates the target distance through the time of flight (TOA) method. This algorithm measures the flight time between the tag and three or more base stations to calculate the distance. The calculation method only requires a few multiplication and addition operations. Theoretically, the processing power requirement of the MCU1403 is not high. The flash data RAW DATA received by the UWB front end and converted by ADC can be transmitted to the MCU microcontroller unit of the millimeter-wave radar through a high-speed serial bus to calculate the distance of the target pedestrian. In this way, the remaining computing power of the millimeter-wave radar can be used to solve the UWB digital signal processing problem, which can save the UWB's own MCU.

[0186] In an optional embodiment of this application, when it is determined that the target pedestrian has not entered the second sensing area, the ultra-wideband technology module is controlled to be in a sleep state;

[0187] The steps for controlling the ultra-wideband technology module to acquire distance information between a vehicle and a target pedestrian include:

[0188] Send a wake-up signal to the ultra-wideband technology module;

[0189] The control ultra-wideband technology module responds to the received wake-up signal and obtains the distance information between the vehicle and the target pedestrian.

[0190] In practical implementation, UWB, as an ultra-wideband technology, has the inherent advantages of high precision, low power consumption, and high security. However, its sensing distance is very limited (only a dozen meters). It can only sense targets around the vehicle body. That is, UWB can only sense targets when they are close to the vehicle body. In special cases such as target occlusion, rapid target approach, or clock interference jitter, it is impossible to determine whether UWB can make a sensing decision at the appropriate time.

[0191] Millimeter-wave radar can detect vehicles at distances exceeding 50 meters and measure target speed. If we can predict the target's confidence level (whether it is a potential vehicle user) within a range of 20 to 50 meters, and send a wake-up signal to the ultra-wideband (UWB) module when it enters the UWB range for identification, and control the UWB module to receive the wake-up signal, we can control the UWB module to acquire distance information for the target pedestrian. This allows UWB to wake up in advance to prepare for data transmission, providing more decision-making time for UWB.

[0192] Meanwhile, once the target enters the UWB range, the millimeter-wave radar can also provide unique speed and orientation awareness capabilities, analyze the movement trend of the target pedestrian, and determine whether the target pedestrian really needs to unlock and / or start the vehicle. In this way, by leveraging the joint intervention of millimeter-wave radar and UWB to formulate vehicle control strategies, stronger robustness can be achieved.

[0193] Furthermore, when it is determined that the target pedestrian has not entered the second sensing area corresponding to the ultra-wideband technology module, or when it is determined based on the movement trend that the target pedestrian's direction of travel is not toward the preset target position, keeping the ultra-wideband technology module in a dormant state can effectively reduce the vehicle's energy consumption.

[0194] In an optional embodiment of this application, before the step of controlling the millimeter-wave radar to acquire point cloud data for the target pedestrian when it is determined that the target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the method further includes:

[0195] Determine the range resolution for millimeter-wave radar;

[0196] Determine the range accuracy for millimeter-wave radar;

[0197] The range resolution and range accuracy control the millimeter-wave radar to enter monitoring mode.

[0198] In an optional embodiment of this application, before the step of controlling the millimeter-wave radar to acquire point cloud data for the target pedestrian when it is determined that the target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the method further includes:

[0199] Determine the range resolution for millimeter-wave radar;

[0200] Determine the range accuracy for millimeter-wave radar;

[0201] The range resolution and range accuracy control the millimeter-wave radar to enter monitoring mode.

[0202] In practical applications, to obtain sufficient range resolution and accuracy, the sweep bandwidth of millimeter-wave radar needs to be set wide enough in monitoring mode. Taking a 3GHz bandwidth as an example, millimeter-wave radar can detect distances greater than 20 meters and provide a range resolution of 5cm and a range accuracy of 1cm. This detection range is greater than that of UWB as the second sensing range for smart access, while the resolution and accuracy fully meet the requirements of UWB as a smart access system.

[0203] Optionally, the steps for determining the range resolution for millimeter-wave radar include:

[0204] Determine the radar signal bandwidth;

[0205] The radar signal bandwidth is input into Formula 1 to determine the range resolution. Formula 1 is as follows:

[0206] ΔR=c / 2B

[0207] Where ΔR is the range resolution, c is the speed of light constant, and B is the radar signal bandwidth, usually measured in Hertz.

[0208] Optionally, the steps for determining the range accuracy for millimeter-wave radar include:

[0209] Determine the signal power, noise power, and pulse repetition frequency;

[0210] Input the signal power, noise power, and pulse repetition frequency into Equation 2 to determine the range accuracy for millimeter-wave radar:

[0211] Where, σ RσR represents the noise standard deviation, indicating the uncertainty of the measurement result. A smaller value indicates a more accurate measurement; therefore, σR can also be considered the range accuracy. S is the signal power, N is the noise power, R is the pulse repetition frequency (PRF), representing the frequency of the radar's transmitted pulses; C is a constant related to the specific hardware and operating environment of the radar system; and B is the radar signal bandwidth, usually measured in Hertz (Hz). A larger bandwidth indicates a richer frequency composition in the signal, generally providing better resolution.

[0212] The relationship between noise and bandwidth: the larger the bandwidth, the lower the noise. This is because the larger the bandwidth, the richer the useful information in the signal, and the weaker the noise is relatively.

[0213] The relationship between noise and signal-to-noise ratio (SNR): The higher the SNR (S / N), the lower the noise. A higher SNR indicates a stronger signal and weaker noise.

[0214] The relationship between noise and pulse repetition frequency: the higher the pulse repetition frequency, the lower the noise. This is because a higher pulse repetition frequency means more signal energy is received per unit time, resulting in a higher signal-to-noise ratio.

[0215] Relationship with millimeter-wave radar monitoring modes:

[0216] In the sentinel mode of millimeter-wave radar, high-precision range measurement is typically desired. Range accuracy is closely related to noise levels: the lower the noise, the higher the accuracy of the range measurement. Therefore, the above formula can help determine the preferred range of the first sensing area.

[0217] In this embodiment, the efficiency of determining the first sensing area is improved by determining the range resolution for the millimeter-wave radar, determining the range accuracy for the millimeter-wave radar, and controlling the millimeter-wave radar to enter the monitoring mode based on the range resolution and range accuracy.

[0218] In an optional embodiment of this application, the steps of generating an unlocking command for the vehicle based on distance information and movement trends, and / or initiating the command, include:

[0219] After determining that the direction of the target pedestrian is towards the preset target location based on the movement trend, and determining that the target pedestrian has stopped at the target location based on the distance information, an unlock command and / or a start command are generated for the vehicle.

[0220] For example, referring to Figure 15, which is a flowchart of another vehicle control method provided in this embodiment of the application; the millimeter-wave radar enters the monitoring mode. When the target pedestrian enters the first sensing area, the target trend is analyzed. Based on the target trend, it is determined that the target pedestrian is gradually approaching the vehicle. It is then determined that the target pedestrian is about to enter the second sensing area. And through the tracking algorithm of the millimeter-wave radar, when it is determined that the target pedestrian is the user of the vehicle, the system will wake up the corresponding UWB node to communicate with the target's UWB. Then, the actual distance of the target is calculated by combining the data of multiple nodes. In this way, the distance data obtained by UWB is fused with the data (including the trend) analyzed by the millimeter-wave radar to make a comprehensive decision on whether to unlock and / or start. For example, after determining that the target pedestrian's direction of travel is towards the preset target position based on the movement trend, it is determined that the target pedestrian is the user of the vehicle. Based on the distance information, it is determined that the target pedestrian stops at the target position. For example, if the stop time within the preset range of the driver's side door exceeds the preset time, an unlock command and / or start command for the vehicle are generated, thereby improving the accuracy of intelligent entry.

[0221] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0222] Referring to Figure 16, a structural block diagram of a vehicle control device provided in an embodiment of this application is shown, which may specifically include the following modules:

[0223] The target pedestrian detection module 1601 is used to determine the movement trend of the target pedestrian through millimeter-wave radar and to obtain the distance information between the vehicle and the target pedestrian through an ultra-wideband technology module.

[0224] The control command generation module 1602 is used to generate control commands for the vehicle based on movement trends and distance information.

[0225] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0226] Referring to Figure 17, this application embodiment also provides a vehicle, including:

[0227] One or more processors 1701; and

[0228] One or more machine-readable media 1702 storing instructions thereon, when executed by one or more processors 1701, cause a vehicle to perform the methods of the embodiments of this application.

[0229] This application also provides a computationally readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described vehicle control method embodiments and achieves the same technical effects. To avoid repetition, it will not be described again here. The computationally readable storage medium may include, for example, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0230] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

[0231] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0232] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0233] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0234] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0235] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0236] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0237] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method is applied to a vehicle equipped with one or more electromagnetic wave sensors, which integrate millimeter-wave radar and ultra-wideband technology modules, including: The millimeter-wave radar determines the movement trend of the target pedestrian, and the ultra-wideband technology module obtains the distance information between the vehicle and the target pedestrian. Control commands for the vehicle are generated based on the movement trend and the distance information.

2. The method according to claim 1, characterized in that, The vehicle is equipped with a native interface for the electromagnetic wave sensor. The millimeter-wave radar and the ultra-wideband technology module are connected to a common wiring harness through the native interface. The common wiring harness is used to propagate the signals of the millimeter-wave radar and the ultra-wideband technology module.

3. The method according to claim 1 or 2, characterized in that, The electromagnetic wave sensor includes a shared power supply module; The shared power supply module is used to supply power to the millimeter-wave radar and the ultra-wideband technology module.

4. The method according to claim 3, characterized in that, The electromagnetic wave sensor includes a temperature-compensated crystal oscillator and a low-dropout regulator for the millimeter-wave radar and the ultra-wideband technology module. The low-dropout regulator is used to receive the input voltage of the shared power supply module and output voltage to the temperature-compensated crystal oscillator.

5. The method according to any one of claims 1-4, characterized in that, The step of determining the movement trend of the target pedestrian using the millimeter-wave radar includes: The millimeter-wave radar is invoked to acquire point cloud data for the target pedestrian. The movement trend of the target pedestrian is determined using the point cloud data.

6. The method according to claim 5, characterized in that, The step of obtaining the distance information between the vehicle and the target pedestrian through the ultra-wideband technology module includes: When the direction of travel of the target pedestrian is determined to be toward a preset target position based on the movement trend, the ultra-wideband technology module is controlled to obtain the distance information between the vehicle and the target pedestrian.

7. The method according to claim 6, characterized in that, Before the steps of determining the movement trend of the target pedestrian using the millimeter-wave radar and obtaining the distance information between the vehicle and the target pedestrian using the ultra-wideband technology module, the method further includes: A first sensing area for the millimeter-wave radar and a second sensing area for the ultra-wideband technology module are determined; wherein the sensing range of the first sensing area is greater than the sensing range of the second sensing area.

8. The method according to claim 7, characterized in that, The step of calling the millimeter-wave radar to acquire point cloud data for the target pedestrian includes: When it is determined that the target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the millimeter-wave radar is controlled to acquire point cloud data for the target pedestrian.

9. The method according to claim 8, characterized in that, The step of controlling the ultra-wideband technology module to acquire distance information between the vehicle and the target pedestrian when the direction of travel of the target pedestrian is determined to be toward a preset target position based on the movement trend includes: When it is determined that the target pedestrian has entered the second sensing area corresponding to the ultra-wideband technology module, and the direction of the target pedestrian's movement is determined to be toward the preset target position based on the movement trend, the ultra-wideband technology module is controlled to obtain the distance information between the vehicle and the target pedestrian.

10. The method according to any one of claims 1-9, characterized in that, The step of generating control commands for the vehicle based on the movement trend and the distance information includes: The distance information and the movement trend are used to generate an unlock command and / or a start command for the vehicle.

11. The method according to claim 10, characterized in that, The steps of generating an unlocking command for the vehicle and / or initiating the command based on the distance information and the movement trend include: When the movement trend determines that the target pedestrian's direction of travel is toward a preset target location, and the distance information is less than a preset distance threshold, an unlock command and / or a start command are generated for the vehicle.

12. The method according to claim 10, characterized in that, The millimeter-wave radar includes a microcontroller unit; The microcontroller unit is used to process the service data of the millimeter-wave radar and the ultra-wideband technology module, and the service data includes the point cloud data and the distance information.

13. The method according to claim 8, characterized in that, Also includes: When it is determined that the target pedestrian has not entered the second sensing area, the ultra-wideband technology module is controlled to enter a sleep state.

14. The method according to claim 13, characterized in that, The step of controlling the ultra-wideband technology module to acquire distance information between the vehicle and the target pedestrian includes: Send a wake-up signal to the ultra-wideband technology module; The ultra-wideband technology module is controlled to respond to the wake-up signal and obtain distance information between the vehicle and the target pedestrian.

15. The method according to claim 9, characterized in that, Before the step of controlling the millimeter-wave radar to acquire point cloud data for the target pedestrian when it is determined that the target pedestrian has entered the first sensing area corresponding to the millimeter-wave radar, the method further includes: Determine the range resolution for the millimeter-wave radar; Determine the range accuracy for the millimeter-wave radar; Based on the range resolution and the range accuracy, the millimeter-wave radar is controlled to enter the monitoring mode.

16. The method according to claim 15, characterized in that, The step of determining the range resolution for the millimeter-wave radar includes: Determine the radar signal bandwidth and speed of light constant of the millimeter-wave radar; The range resolution of the millimeter-wave radar is calculated using the radar signal bandwidth and the speed of light constant.

17. The method according to claim 15 or 16, characterized in that, The step of determining the range accuracy for the millimeter-wave radar includes: Determine the signal power, noise power, and pulse repetition frequency of the millimeter-wave radar; The noise standard deviation is calculated using the signal power, the noise power, and the pulse repetition frequency. The range accuracy of the millimeter-wave radar is determined using the noise standard deviation.

18. A vehicle control device, characterized in that, The device is applied to a vehicle equipped with one or more electromagnetic wave sensors, which integrate millimeter-wave radar and ultra-wideband technology modules, including: The target pedestrian detection module is used to determine the movement trend of the target pedestrian through the millimeter-wave radar and to obtain the distance information between the vehicle and the target pedestrian through the ultra-wideband technology module. A control command generation module is used to generate control commands for the vehicle based on the movement trend and the distance information.

19. A vehicle, characterized in that, include: One or more processors; and One or more machine-readable media having instructions stored thereon, which, when executed by the one or more processors, cause the vehicle to perform the method as described in any one of claims 1-17.

20. A computationally readable storage medium having instructions stored thereon that, when executed by one or more processors, cause the processors to perform the method as described in any one of claims 1-17.

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