Control method and apparatus, and vehicle

Abstract

A control method and apparatus, and a vehicle. The method comprises: acquiring first communication information and sensor information, wherein the first communication information indicates motion states of first-type moving objects within a first range of a vehicle, and the sensor information indicates motion states of second-type moving objects that have been sensed by a first sensor of the vehicle; on the basis of the first communication information and the sensor information, determining that there are third-type moving objects within the first range, which third-type moving objects are not indicated by the sensor information; and when there is a collision risk between a first obstacle among the third-type moving objects and the vehicle, controlling a prompt apparatus to issue first information as a prompt, wherein the first information indicates at least one of the following: the collision risk, the type of the first obstacle, or the position of the first obstacle relative to the vehicle. The technical solution can be applied to the field of vehicle safety associated with intelligent vehicles such as electric vehicles and new energy vehicles, and facilitates a reduction in a collision risk between an ego vehicle and an obstacle, thereby increasing the success rate of obstacle avoidance of the ego vehicle.

Description

Control method, device and vehicle

[0001] The present application claims priority to the Chinese patent application No. 202411319507.3, filed on September 20, 2024, with the State Intellectual Property Office of China, and the Chinese patent application No. 202411319507.3 has the invention name of “Control method, device and vehicle”, the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the field of vehicle safety, and more particularly, to a control method, device and vehicle. BACKGROUND

[0003] With the development of vehicles towards intelligence and automation, more and more vehicles are equipped with intelligent driving systems to reduce driving pressure and improve safety. The intelligent driving system includes many active safety functions, such as autonomous emergency braking (AEB) function, autonomous emergency steering (AES) function, etc., which can actively control the vehicle to avoid obstacles to improve driving safety.

[0004] However, the active safety function of the current intelligent driving system may not be able to control the ego vehicle to avoid obstacles in the case of sudden appearance. Taking AEB as an example, in the case of high vehicle speed, the vehicle braking distance is insufficient, and AEB may not be able to control the vehicle to stop in time to avoid collision.

[0005] In view of this, for the foregoing scenario, a control scheme is needed to be developed, which can reduce the probability of collision between the vehicle and the suddenly appearing obstacle. SUMMARY

[0006] The present application provides a control method, device and vehicle, which can prompt the ego vehicle or the driver of the ego vehicle about the existence of obstacles near the ego vehicle that cannot be detected by the perception system of the ego vehicle, so as to make the ego vehicle or the driver of the ego vehicle prevent the obstacles in advance, which helps to reduce the probability of collision between the ego vehicle and the suddenly appearing obstacle, thereby improving the driving safety of the vehicle.

[0007] In a first aspect, a control method is provided, which can be executed by a vehicle, for example, can be executed by a computing platform of the vehicle, or also can be executed by a chip or circuit for the vehicle.

[0008] The method comprises: acquiring first communication information and sensor information, the first communication information indicating a motion state of a first type of moving target within a first range of the vehicle, and the sensor information indicating a motion state of a second type of moving target that has been perceived by a first sensor of the vehicle; determining, according to the first communication information and the sensor information, a third type of moving target that exists within the first range and is not indicated by the sensor information; and when a first obstacle in the third type of moving target has a collision risk with the vehicle, controlling a prompt device of the vehicle to prompt first information, the first information indicating at least one of the following: the collision risk, a type of the first obstacle, or a position of the first obstacle relative to the vehicle.

[0009] In some implementations, the first sensor can be a camera, or can also be a lidar, a millimeter wave radar, or the like.

[0010] It should be noted that the first type of moving target refers to a moving object that can be detected by wireless short-range communication technology (such as Starlink or Bluetooth, etc.), at this time, the first communication information can include a wireless short-range communication signal used to determine the position of the moving object; or the first type of moving target can also refer to a moving object that is detected by a roadside device or other vehicles and the like, other than the ego vehicle, at this time, the first communication information can include wireless communication information indicating the motion state of the first type of moving target. The second type of moving target refers to a moving object that can be perceived by a vehicle-mounted sensor (such as a visual sensor, a millimeter wave radar, a lidar, etc.). The third type of moving target refers to a moving object that is not perceived by the vehicle-mounted sensor, but can be detected by wireless short-range communication technology or relevant information is received by wireless communication technology, that is, the third type of moving target is a moving object in the blind area of the vehicle-mounted sensor, or a moving object beyond the line of sight.

[0011] In the above technical solution, when the vehicle cannot perceive an obstacle that has a collision risk with the ego vehicle due to occlusion or the like, the type of the first obstacle, the position of the first obstacle relative to the ego vehicle, and the like are prompted, so that the driver and passenger of the vehicle pay attention to the first obstacle, which helps the driver of the vehicle to take braking and / or steering measures in time to avoid the obstacle when the vehicle is in a human driving or human-machine co-driving state; when the vehicle is in a human-machine co-driving state or an automatic driving state, the driver and passenger of the vehicle can have a psychological expectation of the braking and / or steering actions that the vehicle can perform, thereby improving the driving experience of the driver and passenger.

[0012] In some implementations of the first aspect, the prompting device comprises a display device, the first information comprises a light pattern, and the prompting device of the vehicle prompting the first information comprises: when the collision risk is less than or equal to the risk threshold, controlling the display device to display a first light pattern of a first color and / or controlling the first light pattern to flash at a first frequency; or when the collision risk is greater than the risk threshold, controlling the display device to display a second light pattern of a second color and / or controlling the second light pattern to flash at a second frequency; wherein the warning effect of the first color is less than the warning effect of the second color, and the first frequency is lower than the second frequency.

[0013] In the above technical solution, different light patterns are used to prompt different levels of collision risks, so as to facilitate the determination of the level of the collision risk between the vehicle and the first obstacle.

[0014] In some implementations of the first aspect, the type of the first obstacle is any one of a pedestrian, a non-motor vehicle, and a motor vehicle, and the prompting device of the vehicle prompting the first information comprises: controlling the display device to display a light pattern matched with the type of the first obstacle.

[0015] Different types of obstacles have different levels of threat to the safety of the vehicle. In the above technical solution, the light pattern associated with the type of the obstacle is displayed, which helps the driver and / or passenger of the vehicle to determine the type of the obstacle that has the collision risk with the vehicle. Further, when the vehicle is in a human driving or human-machine co-driving state, it helps the driver of the vehicle to take more reasonable obstacle avoidance measures, such as planning a more reasonable braking speed and / or steering angle; when the vehicle is in a human-machine co-driving state or an automatic driving state, it enables the driver and / or passenger of the vehicle to make more reasonable psychological expectations, thereby improving the driving experience of the driver and / or passenger.

[0016] In some implementations of the first aspect, the method further comprises: determining the type of the first obstacle according to the position of the first obstacle and / or the speed of the first obstacle.

[0017] In some implementations of the first aspect, the prompting device comprises a sound generating device, and the prompting device of the vehicle prompting the first information comprises: when the collision risk is less than or equal to the risk threshold, controlling the sound generating device to prompt a first prompt sound; or when the collision risk is greater than the risk threshold, controlling the sound generating device to prompt a second prompt sound; wherein the repetition frequency of the first prompt sound is lower than the repetition frequency of the second prompt sound, or the volume of the first prompt sound is lower than the volume of the second prompt sound.

[0018] In the above technical solution, different levels of collision risks are prompted by prompt sounds with different volumes or frequencies, so as to facilitate the determination of the level of the collision risk between the vehicle and the first obstacle.

[0019] With reference to the first aspect, in some implementations of the first aspect, the method further includes determining a driving strategy of the vehicle according to the motion state of the first obstacle.

[0020] With reference to the first aspect, in some implementations of the first aspect, determining the driving strategy of the vehicle according to the motion state of the first obstacle includes controlling the vehicle to decelerate when the speed of the first obstacle is greater than or equal to a first speed threshold.

[0021] In the above technical solution, when the speed of the first obstacle is greater than a certain threshold, the vehicle is controlled to decelerate, which helps to reduce the risk of collision between the ego vehicle and the first obstacle. After the ego vehicle is controlled to decelerate, the ego vehicle can wait for the first obstacle to become a visible obstacle (i.e., a state that can be perceived by the perception system of the ego vehicle), and the time length for the ego vehicle to reach the conflict area becomes longer. After the first obstacle becomes a visible obstacle, the ego vehicle or the driver of the ego vehicle has more time to plan an avoidance measure for the first obstacle, which helps to reduce the probability of collision and improve the driving safety of the vehicle.

[0022] In some implementations, when the speed of the first obstacle is less than the first speed threshold and the first sensor does not perceive the first obstacle, the vehicle is not controlled to decelerate, but the brake system is controlled to be pre-filled to shorten the time length required for the brake system to respond to a brake instruction.

[0023] With reference to the first aspect, in some implementations of the first aspect, controlling the vehicle to decelerate includes controlling the vehicle to decelerate at a first deceleration when the first sensor does not perceive the first obstacle, and controlling the vehicle to decelerate at a second deceleration when the first sensor perceives the first obstacle, wherein the absolute value of the first deceleration is less than or equal to the absolute value of the second deceleration.

[0024] In the above technical solution, since the motion state of the first obstacle cannot be determined when the ego vehicle cannot perceive the first obstacle, the ego vehicle is controlled to decelerate at a smaller deceleration when the ego vehicle cannot perceive the first obstacle, and the ego vehicle is controlled to decelerate at a larger deceleration when the ego vehicle can perceive the first obstacle. This not only improves the passing efficiency of the vehicle, but also avoids the situation that the vehicle cannot avoid the first obstacle in time when the vehicle can perceive the first obstacle, and thus improves the obstacle avoidance success rate and the driving safety.

[0025] With reference to the first aspect, in some implementations of the first aspect, the method further includes controlling the vehicle to decelerate at a third deceleration to a second speed threshold when the first sensor perceives the first obstacle and the speed of the vehicle is greater than the second speed threshold, and controlling the vehicle to continue to decelerate from the second speed threshold at a fourth deceleration, wherein the absolute value of the third deceleration is less than the absolute value of the fourth deceleration.

[0026] In the technical solution, when the ego vehicle is at a high speed, the ego vehicle is controlled to decelerate at a small deceleration first and then at a large deceleration, so as to reduce the risk of vehicle out of control and improve the driving safety of the vehicle.

[0027] In some implementations, when the first sensor senses the first obstacle, the vehicle is controlled to decelerate, and the vehicle is also controlled to turn, and whether the vehicle is controlled to turn can be determined according to the position of the first obstacle relative to the vehicle. The operation of controlling the vehicle to decelerate and / or turn can be implemented by a proactive safety function (such as AEB, AES, etc.) of the vehicle.

[0028] In combination with the first aspect, in some implementations of the first aspect, the method further includes: when there is a collision risk, controlling a vehicle external sound device to emit sound information, and / or controlling a vehicle external light device to display light information; wherein the sound information and the light information are used to prompt the first obstacle to avoid the vehicle.

[0029] In the technical solution, the external prompt device of the ego vehicle is controlled to perform information prompting, so as to encourage the obstacle to actively avoid the ego vehicle, help to reduce the risk of collision between the ego vehicle and the obstacle, and improve the success rate of obstacle avoidance of the ego vehicle.

[0030] In combination with the first aspect, in some implementations of the first aspect, the first obstacle wears a first smart device, or an operator of the first obstacle wears a first smart device, and the method further includes: when there is a collision risk, sending second information to the first smart device, the second information being used to trigger the first smart device to prompt at least one of the following: the collision risk, or the position of the vehicle relative to the first obstacle.

[0031] In some implementations, when the first obstacle is a pedestrian, the second information is sent to the first smart device.

[0032] In the technical solution, the indication information is sent to the first smart device, so that the first smart device performs information prompting (such as vibration, ringing, etc.), which can encourage the first obstacle to actively avoid the ego vehicle, and thus reduce the probability of collision.

[0033] In combination with the first aspect, in some implementations of the first aspect, the first communication information includes information sent by the first smart device for positioning.

[0034] In a second aspect, a control device is provided, comprising an obtaining unit and a processing unit, the obtaining unit is configured to: obtain first communication information and sensor information, the first communication information indicating a motion state of a first type of moving target within a first range of a vehicle, the sensor information indicating a motion state of a second type of moving target that has been perceived by a first sensor of the vehicle; the processing unit is configured to determine a third type of moving target that exists within the first range and is not indicated by the sensor information, according to the first communication information and the sensor information; the processing unit is further configured to: control a prompting device to prompt first information when a first obstacle in the third type of moving target has a collision risk with the vehicle, the first information indicating at least one of: the collision risk, a type of the first obstacle, or a position of the first obstacle relative to the vehicle.

[0035] With reference to the second aspect, in some implementations of the second aspect, the prompting device comprises a display device, the first information comprises a light pattern, and the processing unit is configured to: control the display device to display a first light pattern of a first color when the collision risk is less than or equal to a risk threshold, and / or control the first light pattern to flash at a first frequency; or control the display device to display a second light pattern of a second color when the collision risk is greater than the risk threshold, and / or control the second light pattern to flash at a second frequency; wherein a warning effect of the first color is less than a warning effect of the second color, and the first frequency is lower than the second frequency.

[0036] With reference to the second aspect, in some implementations of the second aspect, the type of the first obstacle is any one of a pedestrian, a non-motor vehicle, and a motor vehicle, and the processing unit is configured to control the display device to display a light pattern that matches the type of the first obstacle.

[0037] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to determine the type of the first obstacle according to the position of the first obstacle and / or a speed of the first obstacle.

[0038] With reference to the second aspect, in some implementations of the second aspect, the prompting device comprises a sound device, and the processing unit is configured to: control the sound device to prompt a first prompt sound when the collision risk is less than or equal to a risk threshold; or control the sound device to prompt a second prompt sound when the collision risk is greater than the risk threshold; wherein a repetition frequency of the first prompt sound is lower than a repetition frequency of the second prompt sound, or a volume of the first prompt sound is lower than a volume of the second prompt sound.

[0039] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to determine a driving strategy of the vehicle according to the motion state of the first obstacle.

[0040] With reference to the second aspect, in some implementations of the second aspect, the processing unit is configured to control the vehicle to decelerate at a first deceleration when the speed of the first obstacle is greater than or equal to a first speed threshold.

[0041] With reference to the second aspect, in some implementations of the second aspect, the processing unit is configured to control the vehicle to decelerate at a first deceleration when the first sensor does not perceive the first obstacle, and control the vehicle to decelerate at a second deceleration when the first sensor perceives the first obstacle, wherein an absolute value of the first deceleration is less than or equal to an absolute value of the second deceleration.

[0042] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to control the vehicle to decelerate at a third deceleration to the second speed threshold when the first sensor perceives the first obstacle and the speed of the vehicle is greater than the second speed threshold, and control the vehicle to continue to decelerate from the second speed threshold at a fourth deceleration, wherein an absolute value of the third deceleration is less than an absolute value of the fourth deceleration.

[0043] With reference to the second aspect, in some implementations of the second aspect, the processing unit is further configured to control a vehicle exterior sound device of the vehicle to output sound information and / or control a vehicle exterior light device of the vehicle to display light information when the collision risk exists, wherein the sound information and the light information are used to prompt the first obstacle to avoid the vehicle.

[0044] With reference to the second aspect, in some implementations of the second aspect, the first obstacle wears a first smart device, or an operator of the first obstacle wears the first smart device, and the processing unit is further configured to send second information to the first smart device when the collision risk exists, wherein the second information is used to trigger the first smart device to prompt at least one of the following: the collision risk, or a position of the vehicle relative to the first obstacle.

[0045] With reference to the second aspect, in some implementations of the second aspect, the first communication information includes information transmitted by the first smart device for positioning.

[0046] A third aspect provides a control device, comprising: a processor configured to execute a computer program stored in a memory, so that the device executes the method in any possible implementation of the first aspect.

[0047] With reference to the third aspect, in some implementations of the third aspect, the device further comprises the memory.

[0048] A fourth aspect provides a computer program product, comprising: computer program code which, when executed on a computer or a processor, causes the computer or the processor to execute the method in any possible implementation of the first aspect.

[0049] It should be noted that the computer program codes described above can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0050] In a fifth aspect, a computer readable storage medium is provided, which stores instructions. When the instructions are executed by a processor, the processor implements the method in any possible implementation manner of the first aspect.

[0051] In a sixth aspect, a chip is provided, which includes a circuit for executing the method in any possible implementation manner of the first aspect.

[0052] In a seventh aspect, a vehicle is provided, which includes the apparatus in any possible implementation manner of the second aspect to the third aspect, or includes the computer readable storage in any possible implementation manner of the fifth aspect, or includes the chip in any possible implementation manner of the sixth aspect, or is loaded with the computer program codes in any possible implementation manner of the fourth aspect.

[0053] In combination with the seventh aspect, in some implementations of the seventh aspect, the vehicle is a vehicle in a broad sense, for example, can be a traffic tool (such as a commercial vehicle, a passenger vehicle, a motorcycle, a flying vehicle, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), an agricultural device (such as a mower, a harvester, etc.), a recreational device, a toy vehicle, etc. In actual implementation, the vehicle can also be a road traffic tool, a water traffic tool, an air traffic tool, an industrial device, an agricultural device, or an entertainment device, etc. other intelligent driving devices.

[0054] The beneficial effects not described in detail in the second aspect to the seventh aspect can be referred to the description in the first aspect, which will not be described here. BRIEF DESCRIPTION OF DRAWINGS

[0055] FIG. 1 is a functional schematic block diagram of a vehicle provided by an embodiment of the present application;

[0056] FIG. 2 is a schematic block diagram of a control system architecture provided by an embodiment of the present application;

[0057] FIG. 3 is a schematic flow chart of a control method provided by an embodiment of the present application;

[0058] FIG. 4 is a schematic diagram of an application scenario of a control method provided by an embodiment of the present application;

[0059] FIG. 5 is a schematic diagram of a scenario involved in collision deduction provided by an embodiment of the present application;

[0060] FIG. 6 is another schematic flowchart of a control method according to an embodiment of the present application;

[0061] FIG. 7 is a schematic diagram of a GUI for prompting related information according to an embodiment of the present application;

[0062] FIG. 8 is a schematic diagram of a scenario of prompting related information according to an embodiment of the present application;

[0063] FIG. 9 is another schematic flowchart of a control method according to an embodiment of the present application;

[0064] FIG. 10 is a schematic block diagram of a control device according to an embodiment of the present application;

[0065] FIG. 11 is another schematic block diagram of a control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0067] FIG. 1 is a functional block diagram of a vehicle according to an embodiment of the present application. As shown in FIG. 1, the vehicle 100 can include a perception system 120, a prompting device 130, a communication system 140, and a computing platform 150, wherein the perception system 120 can include several sensors for sensing information of an environment around the vehicle 100. For example, the perception system 120 can include a positioning system, which can be a global navigation satellite system (GNSS, such as a global positioning system (GPS), a Beidou system, etc.). For another example, the perception system 120 can also include one or more of an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0068] The prompting device 130 can include any of the following: a display device, a sound device, and a light device. Among them, the display device is mainly divided into two categories, the first category is a vehicle-mounted display screen, and the second category is a projection display screen, such as a head-up display (HUD). The vehicle-mounted display screen is a physical display screen and is an important part of the in-vehicle infotainment system. Multiple display screens can be provided in the cabin, such as a digital instrument display screen, a central control screen, etc. In some possible implementation manners, one or more of the above vehicle-mounted display screens can be a human machine interface (HMI), for example, the central control screen can be an HMI. The head-up display, also known as a head-up display system, is mainly used to display driving information such as speed, navigation, etc. on a display device in front of the driver (such as the windshield). In order to reduce the driver's eye movement time and avoid the pupil changes caused by the driver's eye movement, and to improve the driving safety and comfort. The HUD includes, for example, a combiner-HUD (C-HUD) system, a windshield-HUD (W-HUD) system, and an augmented reality HUD (AR-HUD). The sound device can include in-vehicle speakers, in-vehicle sound systems, or other in-vehicle sound devices, or can also include external speakers, external speakers, and other external sound devices. The light device is used to display light, which can include vehicle lights such as headlamps, pixel lights, etc. More specifically, the headlamps include one or more of low beams, high beams, and turn signals. In some implementation manners, the light device can also include one or more pixel lights, which can include but are not limited to light devices based on digital light processing (DLP) technology, light devices based on micro light emitting diode (Micro-LED) technology, or light devices based on liquid crystal display (LCD). The pixel light can be used to project a specific pattern onto the ground or building around the vehicle to prompt other road users in the road to provide relevant information.

[0069] The communication system 140 can integrate one or more devices of at least one communication module, and the communication system 140 can receive and transmit electromagnetic waves through an antenna to enable the vehicle 100 to communicate with a server, other vehicles, a roadside device, etc. based on the Internet of Vehicles through the communication system 140, wherein the Internet of Vehicles includes a vehicle-to-vehicle (V2V) communication network, a vehicle-to-infrastructure (V2I) communication network, a vehicle-to-network (V2N) communication network, and other vehicle-to-everything (V2X) communication networks. The wireless communication technology can also include wireless short-range communication technologies such as Bluetooth (BT) communication technology, radio frequency identification (RFID) communication technology, NearLink communication technology, etc. Exemplarily, the communication system 140 can include a telematics box (T-box), or can also include other communication modules. In actual implementation, the vehicle 100 communicates with a cloud server, a roadside device, etc. through the T-box, and the vehicle 100 can also communicate with other devices having the same wireless short-range communication module through other wireless short-range communication modules.

[0070] Some or all of the functionality of the vehicle 100 can be controlled by the computing platform 150. The computing platform 150 can include processors 151-15n, which are circuits that have the capability to process signals. In one implementation, the processors can be circuits that have the capability to read and execute instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), a digital signal processor (DSP), or the like. In another implementation, the processors can be circuits that implement functionality through fixed or reconfigurable logic, such as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD) such as a field programmable gate array (FPGA). In reconfigurable hardware circuits, the processor loads configuration files to implement the configuration of the hardware circuit, which can be understood as the processor loading instructions to implement the relevant functionality. Additionally, the processors can be hardware circuits designed for artificial intelligence, which can be understood as a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), or the like. Additionally, the computing platform 150 can include a memory that stores instructions that can be called by some or all of the processors 151-15n to implement functionality.

[0071] The operation of the intelligent driving system can be controlled by the computing platform 150, which can include an advanced driving assistant system (ADAS) and an autonomous driving system (ADS). The intelligent driving system uses various sensors on the vehicle (including but not limited to laser radar, millimeter wave radar, camera, ultrasonic sensor, global positioning system, inertial measurement unit) to obtain information from the surroundings of the vehicle, and analyzes and processes the obtained information to realize functions such as obstacle perception, target recognition, vehicle positioning, path planning, driver monitoring / alerting, etc., thereby improving the safety, automation level and comfort of vehicle driving.

[0072] At different levels of autonomous driving (or intelligent driving, a total of L0-L5 six levels), based on artificial intelligence algorithms and information obtained by multiple sensors, the intelligent driving system can realize different levels of autonomous driving assistance. The above-mentioned autonomous driving levels are based on the classification standard of the Society of Automotive Engineers (SAE). Among them, L0 is non-automation; L1 is driving assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. The tasks of monitoring the road conditions and reacting are completed by the driver and the system together at L1 to L3 levels, and the driver needs to take over the dynamic driving task. L4 and L5 levels can make the driver completely change into a passenger role. At present, the functions that the intelligent driving system can realize mainly include but are not limited to adaptive cruise assistance, automatic emergency braking, automatic parking, blind spot monitoring, front intersection traffic warning / braking, rear intersection traffic warning / braking, front vehicle collision warning, lane departure warning, lane keeping assistance, rear vehicle collision warning, traffic sign recognition, traffic congestion assistance, highway assistance, etc. It should be understood that the above-mentioned various functions can have specific modes at different autonomous driving levels (L0-L5), and the higher the autonomous driving level, the more intelligent the corresponding mode.

[0073] The visual sensor in the above-mentioned perception system 120, such as the front camera, can perceive moving targets within the visual range of the camera; the radar sensor, such as the millimeter wave radar and the laser radar, can perceive moving targets within the detectable radius of the radar wave and the area between the occlusion and the vehicle, and cannot perceive moving targets existing behind the occlusion. Since the vehicle cannot perceive and warn such moving targets (moving targets in the blind area) based on the perception system, the collision risk of the vehicle is greatly increased. For example, the vehicle may encounter a ghost probe, i.e., a moving target in the blind area suddenly appears, so that the vehicle cannot avoid in time, resulting in a collision.

[0074] In the present application, the perception system 120 can perceive the motion state of the moving target located within the sensor perception range, and the communication system 140 is configured to receive the information of the moving target within a certain range of the vehicle, which can include one or more moving targets perceived by the perception system 120, or one or more moving targets that cannot be perceived by the perception system 120. Further, the computing platform 150 determines whether there is a collision risk between the vehicle and each of the one or more moving targets that cannot be perceived by the perception system 120 according to the motion information (such as speed, motion direction, etc.) of the moving target, and controls the prompting device 130 to prompt the relevant information when it is determined that there is a collision risk between the moving target and the vehicle, so as to make the driver of the vehicle pay attention to and / or avoid the collision risk.

[0075] FIG. 2 shows a schematic block diagram of the control system architecture provided by the embodiments of the present application. The system includes a perception module 210, a communication module 220, a risk assessment module 230, a control module 240 and a prompting module 250. Specifically:

[0076] The perception module 210 can include one or more sensors in the perception system 120 shown in FIG. 1, which is configured to collect the environmental information around the vehicle, such as the position of the moving target around the vehicle relative to the vehicle, the motion direction and speed of the moving target, etc. The perception module 210 can send the data collected by it to the risk assessment module 230.

[0077] The communication module 220 can include one or more communication modules in the communication system 140 shown in FIG. 1, which is configured to receive the moving target information from the roadside device or other vehicles based on the vehicle to everything (V2X) communication network, and the moving target information indicates the position and speed of the moving target within a certain range of the vehicle. The communication module 220 can also detect the position of the moving target around the vehicle based on the wireless short-range communication technology, and then determine the speed, motion direction, etc. of the moving target according to the position change of the moving target. The moving target indicated by the moving target information received by the communication module 220 and / or the moving target detected by the communication module 220 can include one or more moving targets perceived by the perception module 210, or one or more moving targets that cannot be perceived by the perception module 210 due to occlusion, etc. The communication module 220 sends the relevant moving target information to the risk assessment module 230.

[0078] The risk assessment module 230 can include one or more processors in the computing platform 150 shown in FIG. 1, configured to determine one or more moving targets (hereinafter referred to as invisible targets) that are not perceived by the perception module 210 according to the moving target related information received from the perception module 210 and the communication module 220, and further determine whether there is a collision risk between the invisible target(s) and the vehicle according to the motion state of the invisible target(s), and send an assessment result indicating whether there is a collision risk between the moving target(s) and the vehicle to the control module 240. In addition, when it is determined that there is a collision risk between a certain invisible target and the vehicle, the dynamic of the invisible target can be continuously monitored, and when the invisible target can be perceived by the perception module 210, the vehicle control strategy can be adjusted according to the motion state of the moving target to ensure the safety of the vehicle while improving the comfort of the passengers.

[0079] The control module 240 can include one or more processors in the computing platform 150 shown in FIG. 1, configured to control the prompt module 250 to display relevant information to prompt the driver of the ego vehicle to pay attention to and / or avoid the invisible target when there is a collision risk between a certain invisible target and the vehicle. In addition to controlling the prompt module 250 to display relevant information, the control module 240 can also control the ego vehicle to decelerate when the speed of the invisible target is fast enough. In addition, when the invisible target can be perceived by the perception module 210, the control module 240 can determine whether to control the vehicle to decelerate according to the speed of the moving target, and the specific value of the deceleration when the vehicle needs to be controlled to decelerate.

[0080] The prompt module 250 can include one or more devices in the prompt device 130 shown in FIG. 1, configured to execute the instructions of the control module 240 to prompt the relevant information.

[0081] It should be understood that the above modules are only one example, and in actual application, the above modules can be added or deleted according to actual needs. For example, in the system architecture shown in FIG. 2, the control module 240 and the risk assessment module 230 can be combined into one module.

[0082] The system related to the embodiments of the present application is introduced above in combination with FIG. 2, and the control method based on the system shown in FIG. 2 is introduced in detail below.

[0083] FIG. 3 shows a schematic flowchart of the control method provided by the embodiments of the present application, the method 300 can be executed by the risk assessment module 230 and the control module 240 shown in FIG. 2, and the method 300 includes:

[0084] S301, obtain motion target information and ego vehicle perception information, the motion target information indicates the position and / or speed of one or more motion targets within a first range from the ego vehicle, and the ego vehicle perception information indicates the position and speed of one or more motion targets within a second range from the ego vehicle that are perceivable by the ego vehicle.

[0085] Exemplarily, the first range can be a range within a circle with a center at the center of the vehicle and a radius of a preset length, or the first range can also be a range within a semicircle with a center at the center of the vehicle and a radius of a preset length, wherein the straight side of the semicircle coincides with the Y axis of the whole vehicle coordinate system, and the center of the semicircle coincides with the origin O of the whole vehicle coordinate system, and when the vehicle is driving forward, the circular arc of the semicircle is located on the positive half of the X axis. It should be noted that the origin O of the vehicle coordinate system can be located at the projection point of the center of the rear axle of the vehicle body on the ground, and the X, Y and Z axes are respectively the front direction of the vehicle body, the left side direction of the vehicle body and the vertical upward direction perpendicular to the plane of the vehicle body. In some implementations, the first range can be other ranges. Exemplarily, the aforementioned preset length can be any value in the range of 100 meters to 200 meters, or the preset length can also be other values.

[0086] Exemplarily, the second range can be a range that can be perceived by the perception system of the vehicle, which can not include a range that cannot be perceived due to obstruction or shielding. As the vehicle travels, the environment around the vehicle changes, for example, the position of the shielding object relative to the vehicle changes, resulting in changes in the shielding of the perception system by the shielding object, and the second range also changes. The first range and the second range have overlapping parts, or the first range includes the second range, or the first range can also have no overlapping part with the second range.

[0087] In some implementations, the motion target information can be obtained by the ego vehicle from one or more of a roadside device, a cloud server or other vehicles through a V2X communication network. In yet some implementations, the motion target information can be perceived by a wireless short-range communication module of the ego vehicle, for example, the motion target is installed or worn with a device with a wireless short-range signal transceiver, the wireless short-range signal transceiver can send a wireless short-range signal, and then the ego vehicle can determine the position of the motion target relative to the ego vehicle according to the strength of the wireless short-range signal received by the wireless short-range communication module combined with the principle of triangulation; and further determine the speed and direction of motion of the motion target according to the change of the position of the motion target.

[0088] Exemplarily, the aforementioned wireless short-range signal can include, but is not limited to, a Bluetooth signal, a star flash signal, an ultra-wide band (UWB) technology signal, a wireless fidelity (Wi-Fi) signal, a long range wide area (LoRA) network signal, a narrow band Internet of things (NB-IoT) technology. The device with the transceiver of the wireless short-range signal can include, but is not limited to, a bracelet, a watch, a mobile phone, an electronic wallet, and the like smart wearable device.

[0089] In S302, whether there is a moving target in the first range but not in the second range is determined according to the moving target information and the self-vehicle perception information.

[0090] It should be noted that the moving target in the first range but not in the second range is a moving target that is not perceived by the perception system of the vehicle, which is referred to as an invisible target hereinafter. In actual implementation, there can be one or more invisible targets. Specifically, when it is determined that there is at least one invisible target in the first range, S303 is performed; when it is determined that there is no invisible target in the first range, S301 is performed.

[0091] Exemplarily, FIG. 4 shows a schematic diagram of a vehicle driving scene. The gray shaded part shown in FIG. 4 can be regarded as an example of the first range, or can also be regarded as an example of a part of the first range. As shown in FIG. 4, there are moving targets A to E in the first range of the ego vehicle. Due to the shielding of the moving target D (at this time, the moving target D can be regarded as a shielding object), the perception system of the ego vehicle can only detect the moving target D, and cannot detect the moving targets A, B, C and E. Further, if the moving target information indicates the positions and speeds of the moving targets A to E, and the self-vehicle perception information indicates the position and speed of the moving target D, according to the moving target information and the self-vehicle perception information, it can be determined that the moving targets A, B, C and E are invisible targets.

[0092] In some implementations, the attribute of the invisible target can also be determined according to the moving target information. For example, the type of the invisible target can be determined. In one example, the type of the invisible target can be determined according to the area where the invisible target is located and / or the speed of the invisible target. For example, the motor vehicle crossing area and the vulnerable road user (VRU) crossing area can be determined according to the environment where the vehicle is located and the position of the vehicle, as shown in FIG. 4. The aforementioned crossing refers to the crossing in the transverse direction relative to the driving direction of the ego vehicle. If the invisible target is located in the VRU crossing area, the type of the moving target can be a pedestrian or a non-motor vehicle. If the invisible target is located in the motor vehicle crossing area, the type of the moving target can be a motor vehicle. In another example, if the speed of the invisible target is less than or equal to a speed threshold a, the type of the moving target can be a pedestrian. If the speed of the invisible target is greater than the speed threshold a, the type of the moving target can be a non-motor vehicle or a motor vehicle. The speed threshold a can be any value in the range of 5 km / h to 6 km / h, or can also be other values. For example, if an invisible target is located in the VRU crossing area and the speed of the invisible target is greater than the speed threshold a, the type of the moving target can be determined to be a non-motor vehicle. In another example, if the moving target information is obtained through V2X, the moving target information can also directly indicate the attribute of the invisible target. In another example, the type of the invisible target can also be determined through other methods, for example, through a neural network model to determine based on the speed, position, etc. of the moving target.

[0093] It should be noted that the aforementioned motor vehicle crossing area and VRU crossing area are only exemplary, and in actual implementation, more crossing areas can be divided, or no crossing area can be divided.

[0094] S303, determining whether there is no collision risk between the moving target and the ego vehicle.

[0095] Specifically, it is determined whether there is a collision risk between each moving target in the at least one invisible target and the ego vehicle. When there is no collision risk between all moving targets in the at least one invisible target and the ego vehicle, S301 is performed. When there is a collision risk between any moving target in the at least one invisible target and the ego vehicle, S304 is performed.

[0096] In some implementations, the area where each moving target in the at least one invisible target is located and the relationship between the moving target and the driving area of the ego vehicle are inferred according to the moving direction and speed of the moving target. If the moving target is not located in the VRU crossing area when the ego vehicle drives to the VRU crossing area at the current speed, it can be determined that there is no collision risk between the moving target and the ego vehicle. Or, if the moving target is not located in the motor vehicle crossing area when the ego vehicle drives to the motor vehicle crossing area at the current speed, it can be determined that there is no collision risk between the moving target and the ego vehicle. For example, the moving paths of the moving target B and the moving target E in FIG. 4 obviously deviate from the motor vehicle crossing area, and therefore, the moving target B and the moving target E can be determined as moving targets without collision risk with the ego vehicle. If a moving target moves in a direction perpendicular to the driving direction of the ego vehicle and the moving direction is a direction close to the driving area of the ego vehicle, the moving target can be regarded as a moving target that can have collision risk with the ego vehicle. For example, the moving target A and the moving target C in FIG. 4 both move in a direction perpendicular to the driving direction of the ego vehicle and the moving direction is a direction close to the driving area of the ego vehicle, and therefore, the moving target A and the moving target C can be regarded as moving targets that can have collision risk with the ego vehicle. Further, for each of the moving target A and the moving target C, a conflict area where a collision can occur between the two can be determined according to the position and moving direction of the moving target and the position and moving direction of the ego vehicle. For example, for the moving target A, the oblique hatched part is the conflict area associated with the moving target A. After the conflict area is determined, if the time when the ego vehicle passes through the conflict area and the time when the moving target passes through the conflict area overlap, it is determined that there is collision risk between the two.

[0097] Still taking the moving target A as an example, the specific implementation of determining whether there is collision risk between the moving target A and the ego vehicle is described below in combination with FIG. 5. P1 is the current position of the moving target A, P2, P3, P4 and P5 are the positions that the moving target A will pass through in sequence, P2 can be the position where the moving target A can see the ego vehicle or the ego vehicle can perceive the moving target A, P3 is the point where the left side contour line of the ego vehicle intersects with the moving path of the moving target A, P4 is the point where the central axis of the ego vehicle intersects with the moving path of the moving target A (which can be understood as a conflict point where a collision can occur), P5 is the point where the right side contour line of the ego vehicle intersects with the moving path of the moving target A, and P7 is the position where the ego vehicle is currently located (i.e., the position where the ego vehicle obtains the information of the moving target A). The time required for the moving target A to move from P1 to P2 is t1, and during this period, the ego vehicle can drive from P7 to P6. It is assumed that the moving target A will decelerate when observing the ego vehicle, and the trajectory of the moving target A is inferred by assuming that the moving target A moves at a constant speed between P1 and P2 and decelerates between P2 and P5. Taking the ego vehicle decelerating after obtaining the relevant information of the moving target A as an example, the required braking distance of the ego vehicle is: E= D E1 + D E2 , wherein D E1 is the distance traveled by the ego vehicle within the time period (i.e., t1) from when the ego vehicle acquires the position information of the moving target A to when the ego vehicle’s perception system perceives the moving target A, D E2 is the distance required for the ego vehicle’s perception system to perceive the moving target A to the stopping point. Taking the actual distance between P4 and P7 as D Eact , for example, when the following three conditions are all met, it is determined that there is a collision risk between the moving target A and the ego vehicle:

[0098] ① t2 < D Eact / V E < t3;

[0099] ② D Eact < D E ;

[0100] wherein t2 is the time required for the moving target A to move from P1 to P3, t3 is the time required for the moving target A to move from P1 to P5; V E is the ego vehicle speed, V A is the moving speed of the moving target A, D A is the distance between P1 and P2, D h is the distance between P3 and P4, and a logy is the predicted deceleration of the moving target A after seeing the ego vehicle. For example, if the moving target A is a VRU, a logy may be -2 m / s 2 , and if the moving target A is a motor vehicle, a logy may be -4 m / s 2 .

[0101] In some implementations, when the moving ability of the moving target A meets the following conditions, it can be determined that there is no collision risk between the moving target A and the ego vehicle:

[0102] and lasts for a preset time period (such as 1 second or other time period).

[0103] In some implementations, when it is determined that there is a collision risk between the ego vehicle and the moving target A, the collision risk level can be determined according to at least one of the ego vehicle speed, the moving target speed, the distance between the ego vehicle and the conflict area, and the surrounding environment, and the higher the collision risk level, the more serious the loss caused by the collision between the ego vehicle and the moving target. For example, the collision risk level P can satisfy the following formula: P = a*V A / V s1 + b*V E / V s2+c*D s / D Eact +d*C e ;

[0104] wherein, V s1 , V s2 may be the speed standard of the moving target and the vehicle respectively, D s is the distance standard between the vehicle and the conflict area, C e indicates the influence degree of the surrounding environment on the collision risk, C e may be a value from 0 to 1, and the higher the value of C e , the higher the possibility of collision caused by the surrounding environment. For example, if the surrounding environment of the vehicle is a busy city, C e may be 0.8; if there is a school in the surrounding environment of the vehicle, C e may be 1. a, b, c, d are the speed of the moving target, the speed of the vehicle, the distance between the vehicle and the conflict area, and the weight of the surrounding environment in the collision risk level P respectively, and a, b, c, d may be a value from 0 to 1 respectively, and the sum of a, b, c, d is 1. It can be understood that the faster the speed of the moving target A, the faster the speed of the vehicle, and the shorter the distance between the vehicle and the conflict area, the higher the value of P, that is, the higher the collision risk level. Exemplarily, V s1 may be any value from 15 to 20 km / h, V s2 may be any value from 50 to 70 km / h, D s may be any value from 15 to 20 meters, or V s1 , V s2 , D s may also take other values.

[0105] In some implementations, whether there is a collision risk between the vehicle and the moving target and the collision risk level can also be determined by a neural network model. For example, the speed of the vehicle, the speed of the moving target, the surrounding environment features perceived by the vehicle, etc. are taken as inputs of a multi-modal neural network model, and after deduction by the multi-modal neural network model, the deduction result of whether there is a collision risk between the moving target and the vehicle and the collision risk level is obtained.

[0106] S304, controlling the prompt device to prompt the related information.

[0107] Exemplarily, controlling the prompt device to prompt the related information can include one or more of the following: controlling the display device to display prompt information, controlling the light device to display light information, controlling the sound device to prompt audio information, or controlling the seat belt to be tightened. To prompt the existence of the invisible target, or the type of the invisible target can also be prompted.

[0108] In some implementations, the control prompting device prompts the relevant information, and meanwhile, the speed of the vehicle is dynamically adjusted according to the speed of the obstacle and whether the vehicle can perceive the obstacle. It should be noted that the obstacle is a moving target in the invisible target which has a collision risk with the vehicle.

[0109] In an example, when the vehicle does not perceive the obstacle, it can be determined whether to control the vehicle to decelerate according to the speed of the obstacle. If the speed of the obstacle is greater than a speed threshold when the vehicle does not perceive the obstacle, the vehicle is controlled to decelerate. That is, the control prompting device prompts the relevant information, and meanwhile, the vehicle is controlled to decelerate. In this way, the vehicle can wait for the obstacle to become a visible target (i.e., a state that can be perceived by the perception system of the ego vehicle), and the time length for the ego vehicle to reach the conflict area is ensured to be longer, so that the ego vehicle or the driver of the ego vehicle has more time to plan an avoidance measure for the obstacle after the obstacle becomes a visible target. If the speed of the obstacle is less than or equal to the speed threshold when the vehicle does not perceive the obstacle, the vehicle is not controlled to decelerate, because the vehicle has enough time to adjust the driving strategy for the obstacle at this time, and in this case, controlling the vehicle to decelerate can improve the passing efficiency of the vehicle while ensuring the safety of the vehicle.

[0110] In another example, after the obstacle becomes a visible target from an invisible target, the speed of the ego vehicle can be controlled according to the motion state of the obstacle perceived by the vehicle and the motion state of the ego vehicle. More specifically, after the obstacle becomes a visible target, the speed of the ego vehicle can be controlled according to the collision risk between the ego vehicle and the obstacle. For example, in the case where the collision risk between the ego vehicle and the obstacle is eliminated, the vehicle can not be controlled to decelerate; in the case where the collision risk between the ego vehicle and the obstacle is not eliminated, the vehicle can be controlled to decelerate according to the speed of the ego vehicle, specifically, when the speed of the ego vehicle is greater than a certain threshold, the vehicle is controlled to decelerate first at a low speed and then at a high speed; when the speed of the ego vehicle is less than or equal to the threshold, the vehicle is controlled to decelerate at a high speed.

[0111] More specifically, the implementation of dynamically adjusting the speed of the vehicle according to the speed of the obstacle and whether the vehicle can perceive the obstacle will be described below in S305 to S312 and in method 600.

[0112] S305, determine whether the obstacle 1 enters the second range.

[0113] It should be understood that the obstacle 1 is any moving target which has a collision risk with the ego vehicle determined in S303.

[0114] Exemplarily, the entry of the obstacle 1 into the second range can be understood as that the perception system of the ego vehicle can perceive the obstacle 1.

[0115] Specifically, if the obstacle 1 enters the second range, S306 is performed; otherwise, S309 is performed.

[0116] S306, determining whether a heavy braking condition is met.

[0117] For example, according to the speed and position of the ego vehicle, and the speed, position and braking capability of the obstacle 1, it is determined whether the heavy braking condition is met. When the heavy braking condition is met, S310 is performed; otherwise, S307 is performed. The heavy braking refers to controlling the vehicle to decelerate at a large deceleration.

[0118] For example, when the vehicle and the obstacle 1 are both close to the conflict area, and the ego vehicle is fast, it is determined that the heavy braking condition is met.

[0119] S307, determining whether a light braking condition is met.

[0120] For example, according to the speed and position of the ego vehicle, and the speed, position and braking capability of the obstacle 1, it is determined whether the light braking condition is met. When the heavy braking condition is met, S308 is performed; otherwise, S311 is performed. The light braking refers to controlling the vehicle to decelerate at a small deceleration.

[0121] For example, when the vehicle and the moving target are both far from the conflict area, and the ego vehicle is slow, it can be determined that the light braking condition is not met.

[0122] S308, controlling the vehicle to brake lightly.

[0123] S309, determining whether the speed of the obstacle 1 is greater than a speed threshold.

[0124] For example, when the speed of the obstacle 1 is not greater than the speed threshold, the collision risk between the obstacle 1 and the vehicle is low or has been eliminated, and the vehicle does not need to be controlled to brake, S311 is performed; otherwise, S312 is performed. The speed threshold can be a value in 5 m / s-10 m / s, or the speed threshold can also be other values, for example, the speed threshold can be determined according to the distance between the moving target and the ego vehicle driving area. The farther the distance, the greater the speed threshold.

[0125] S310, controlling the vehicle to brake heavily.

[0126] S311, canceling AEB.

[0127] S312, controlling the vehicle to brake according to the speed of the vehicle and the speed of the obstacle 1.

[0128] FIG. 6 shows another schematic flow chart of the control method according to an embodiment of the present application. The method 600 can be regarded as an expanded description of the method 300, for example, an explanatory description of S304 to S312. Specifically, the method 600 is a method of controlling the vehicle after determining that the certain moving target (e.g., the obstacle 1) has a collision risk with the ego vehicle. The method 600 includes the following steps:

[0129] S601, determining whether the speed of the obstacle 1 is less than a speed threshold 1.

[0130] When the speed of the obstacle 1 is less than the speed threshold 1, S602 is performed; otherwise, S605 is performed.

[0131] Exemplarily, the speed threshold 1 can be any value in the range of 5 km / h to 6 km / h, or the speed threshold 1 can also be other values.

[0132] S602, determining whether the speed of the ego vehicle is less than a speed threshold 2.

[0133] Specifically, when the speed of the ego vehicle is less than the speed threshold 2, S603 is performed; otherwise, S604 is performed.

[0134] Exemplarily, the speed threshold 2 can be any value in the range of 60 km / h to 80 km / h, or the speed threshold 2 can also be other values.

[0135] S603, controlling the prompt device to prompt the relevant information in phase 1, and controlling the vehicle to heavy brake in phase 2.

[0136] Exemplarily, phase 1 can be a phase in which the obstacle 1 is in a non-visible state, for example, a phase in which the ego vehicle travels from P7 to P6; phase 2 can be a phase in which the obstacle 1 can be perceived by the perception system of the ego vehicle, for example, a phase in which the ego vehicle travels from P6 to P4.

[0137] Exemplarily, in this case, D E1 and D E2 satisfy the following formula: D E1 = V E * t1.

[0138] wherein t delay is the time length required for the braking system to respond to the braking instruction. Exemplarily, according to D E1 + D E2 ≤ D Eact , a heavy is determined, and then the ego vehicle is controlled to decelerate at a heavy from the point P6. It can be understood that a heavy is negative.

[0139] S604, in stage 1, controlling the prompting device to prompt the relevant information, and in stage 2, controlling the vehicle from light braking to heavy braking.

[0140] Exemplarily, in this case, D E1 and D E2 satisfy the following formula: D E1 = V E *t1.

[0141] wherein V thre2 is the aforementioned speed threshold 2, a light1 is a negative number, and the absolute value of a light1 is less than the absolute value of a heavy .

[0142] S605, determining whether the speed of the ego vehicle satisfies condition 1.

[0143] More specifically, when the speed of the ego vehicle satisfies condition 1, S606 is executed; otherwise, S607 is executed.

[0144] Exemplarily, condition 1 can be that V E ’ is less than the speed threshold 2, wherein V E ’ = V E -a light2 *(t1-t delay ), and a light2 may be less than or equal to a light1 .

[0145] S606, in stage 1, controlling the prompting device to prompt the relevant information and controlling the vehicle to light braking, and in stage 2, controlling the vehicle to heavy braking.

[0146] Exemplarily, in this case, D E1 and D E2 satisfy the following formula: D E1 = V E *t1+0.5*a light32 *(t1-t delay ) 2 .

[0147] S607, in stage 1, controlling the prompting device to prompt the relevant information and controlling the vehicle to light braking, and in stage 2, controlling the vehicle from light braking to heavy braking.

[0148] Exemplarily, in this case, D E1 and D E2 satisfy the following formula: D E1 = V E *t1+0.5*a light2 *(t1-t delay )2 ;

[0149] Need to explain, in actual implementation, a light1 , a light2 , a heavy Can be a fixed value, or also can be the value determined according to the real-time speed of the vehicle.

[0150] In some implementations, while controlling the prompt device to prompt the relevant information, the brake system is controlled to be pre-filled to shorten the time required for the brake system to respond to the brake instruction. There is a gap between the friction plate and the brake disc of the brake system, and the existence of the gap causes a certain time to be spent to make the two contact during emergency braking. The pre-filling of the brake system refers to narrowing the distance between the friction plate and the brake disc in advance before receiving the brake instruction, for example, moving the friction plate to the brake disc, but not applying the brake force.

[0151] In some implementations, if the timing of obtaining the obstacle 1 by the ego vehicle is too late, so that the collision between the ego vehicle and the obstacle 1 cannot be effectively avoided by braking, the AES can be activated to control the vehicle to turn through the AES to reduce the collision risk between the obstacle 1 and the ego vehicle. Moreover, when the obstacle 1 can be perceived by the perception system of the ego vehicle, the collision risk level can be determined according to the position and speed of the obstacle 1. The greater the speed of the obstacle 1 and the closer the ego vehicle and the obstacle 1 are to the conflict area, the higher the collision risk level. When the collision risk level is high, the AES can be controlled to execute a larger turning angle; when the collision risk level is low or eliminated, the AES can be cancelled.

[0152] In order to facilitate understanding of the prompt method provided in the present application, the following will be described in combination with FIG. 7 and FIG. 8.

[0153] FIG. 7 shows a schematic diagram of the information about the invisible target. As shown in FIG. 7, when it is determined that the invisible target has a collision risk with the ego vehicle, the instrument panel can be controlled to display information about the invisible target. For example, the instrument panel at a specified position can be controlled to display a light pattern indicating the invisible target. For example, a light pattern indicating the invisible target can be displayed at position 701. In an example, according to the collision risk level, the color and / or flashing frequency of the light pattern at position 701 can be controlled. For example, when the collision risk level is high, a red light pattern can be displayed at position 701; when the collision risk level is low, a yellow light pattern can be displayed at position 701. For another example, when the collision risk level is high, the light pattern at position 701 can be controlled to flash at a high frequency; when the collision risk level is low, the light pattern at position 701 can be controlled to flash at a low frequency. The collision risk level can be represented by the speed of the invisible target, for example, the collision risk level when the speed of the invisible target is greater than the first speed threshold is higher than the collision risk level when the speed of the invisible target is less than the first speed threshold. In another example, according to the type of the invisible target, different shapes of light patterns can be displayed at position 701, or different shapes of light patterns can be displayed at different positions of the instrument panel. For example, if the invisible target is a pedestrian, a human-shaped light pattern can be displayed; if the invisible target is a vehicle, a vehicle-shaped light pattern (as shown in pattern 702) can be displayed; if the invisible target is a motorcycle, a motorcycle-shaped light pattern (as shown in pattern 703) can be displayed; if the invisible target is a bicycle, a bicycle-shaped light pattern (as shown in pattern 704) can be displayed.

[0154] In some implementations, when the information about the invisible target is prompted, the position of the invisible target relative to the ego vehicle can also be prompted. For example, the position of the invisible target relative to the ego vehicle can be prompted by a light device arranged at the rearview mirror. Taking the left and right rearview mirrors of the ego vehicle as examples, if the invisible target is located on the left side of the vehicle, the light device (e.g., light device 705 in FIG. 7) arranged at the left rearview mirror can be controlled to flash.

[0155] In some implementations, an audio device in the cabin can also be controlled to play audio information to prompt the existence of the invisible target and / or the position of the invisible target relative to the ego vehicle. For example, as shown in FIG. 7, an audio device at the front left of the vehicle can be controlled to play the audio information “Please pay attention to the obstacle on the left”. In addition, the driver can also be prompted to pay attention to the invisible target at all times by tightening the seat belt, vibrating the seat, and the like.

[0156] In some implementations, if the invisible target is a pedestrian wearing a smart wearable device, or the invisible target is controlled by a person wearing a smart wearable device, when the ego vehicle determines that there is a collision risk with the invisible target, the ego vehicle can send indication information to the smart wearable device to make the smart wearable device vibrate or ring to prompt the invisible target to avoid the ego vehicle in time. For example, the ego vehicle can send the indication information to the smart wearable device through wireless short-range communication technology, or the ego vehicle can send the indication information to the smart wearable device through a cloud server based on wireless communication technology. As shown in FIG. 8, taking the smart wearable device as a smart watch and the invisible target as an obstacle A wearing the smart watch as an example, during the movement of the obstacle A to P2 and the driving of the ego vehicle to P4, the ego vehicle can send indication information to the smart watch to make the smart watch vibrate, so as to make the obstacle A avoid the ego vehicle in time.

[0157] In some implementations, the method for determining the strategy of controlling the vehicle (such as controlling the prompt device to prompt the relevant information, controlling the vehicle to brake and / or turn) in stage 1 and stage 2 according to the motion target information and the ego vehicle perception information can also be implemented through a neural network model, for example, can be implemented through an end-to-end network model.

[0158] FIG. 9 shows another exemplary flowchart of a control method provided by the embodiments of the present application, which can be performed by the vehicle 100 shown in FIG. 1, or can also be performed by the control module 240 shown in FIG. 2. Specifically, the method can include:

[0159] S910, obtaining first communication information and sensor information, the first communication information indicating the motion state of a first type of motion target within a first range of the vehicle, and the sensor information indicating the motion state of a second type of motion target that has been perceived by a first sensor of the vehicle.

[0160] For example, the first communication information can include the motion target information in the method 300, the sensor information can include the ego vehicle perception information in the method 300, and the first range can be the first range described in the method 300, or can also be other ranges.

[0161] For example, the first sensor can be one or more sensors in the aforementioned perception system 120.

[0162] S920, determining a third type of motion target within the first range according to the first communication information and the sensor information, the third type of motion target not being indicated by the sensor information.

[0163] For example, the method for determining the third type of motion target can refer to the description in S302, which will not be repeated here.

[0164] S930, when the first obstacle in the third type of moving target has a collision risk with the vehicle, the control prompts the prompting device to prompt first information, the first information indicating at least one of the following: the collision risk, the type of the first obstacle, or the position of the first obstacle relative to the vehicle.

[0165] In some implementations, when the second obstacle in the third type of moving target has a collision risk with the vehicle, the first information can further indicate at least one of the following: the collision risk between the second obstacle and the vehicle, the type of the second obstacle, or the position of the second obstacle relative to the vehicle. The specific implementation of determining whether each moving target in the third type of moving target has a collision risk with the vehicle can refer to the description in S303, which will not be repeated here.

[0166] Exemplarily, the first information can include one or more of the light pattern in the instrument panel screen shown in FIG. 7, the light signal emitted by the light device at the rearview mirror, or the audio played by the sound emitting device. Where one or more of the instrument panel screen, the light device at the rearview mirror, and the sound emitting device prompt the information, it can be understood that the first information indicates an example of the collision risk; the light signal emitted by the light device at the rearview mirror can be understood as an example of the first information indicating the position of the first obstacle relative to the vehicle; and the specific shape of the light pattern in the instrument panel screen can be understood as an example of the first information indicating the type of the first obstacle.

[0167] In some implementations, the prompting device includes a display device, and the first information includes a light pattern. The control prompting the prompting device to prompt the first information includes: when the collision risk is less than or equal to a risk threshold, controlling the display device to display a first light pattern of a first color, and / or controlling the first light pattern to flash at a first frequency; or, when the collision risk is greater than the risk threshold, controlling the display device to display a second light pattern of a second color, and / or controlling the second light pattern to flash at a second frequency; wherein the warning effect of the first color is less than the warning effect of the second color, and the first frequency is lower than the second frequency.

[0168] In an example, taking the speed of the first obstacle as an example to represent the level of the collision risk, the risk threshold can be the aforementioned speed threshold 1. In another example, taking the determination method of the level of the collision risk as an example of the aforementioned determination method of the collision risk level P, the risk threshold can be (a+b+c). When the level of the collision risk is determined by other methods, the risk threshold can also be other thresholds.

[0169] Exemplarily, the display device can be the instrument screen in FIG. 7, and the light pattern can be any one of the light pattern at position 701, pattern 702, pattern 703, or pattern 704; or the display device can also be other display devices such as a central control screen, etc., and the light pattern can also be other types of patterns. In addition, the first color can be yellow, orange, etc., and the second color can be red; or the first color and the second color can also be other colors.

[0170] In some implementations, the type of the first obstacle is any one of a pedestrian, a non-motor vehicle, or a motor vehicle, and the control of the prompting device to prompt the first information includes: controlling the display device to display a light pattern matched with the type of the first obstacle. The specific implementation of controlling the shape of the light pattern displayed by the display device can refer to the description of the corresponding part of FIG. 7, which will not be repeated here.

[0171] In some implementations, the method further includes: determining the type of the first obstacle according to the position of the first obstacle and / or the speed of the first obstacle. Exemplarily, the specific implementation of determining the type of the first obstacle can refer to the description in the foregoing embodiments, which will not be repeated here.

[0172] In some implementations, the prompting device includes a sound emitting device, and the control of the prompting device to prompt the first information includes: controlling the sound emitting device to prompt a first prompt sound when the collision risk is less than or equal to the risk threshold; or controlling the sound emitting device to prompt a second prompt sound when the collision risk is greater than the risk threshold; wherein the repetition frequency of the first prompt sound is lower than the repetition frequency of the second prompt sound, or the volume of the first prompt sound is lower than the volume of the second prompt sound.

[0173] Exemplarily, the sound emitting device can be the speaker, sound device, etc. in the foregoing cabin, and the first prompt sound and the second prompt sound can be short prompt sounds capable of repeating cycles, or can also be the audio information in the foregoing embodiments, or can also be other sound information.

[0174] In some implementations, the method further includes: determining the driving strategy of the vehicle according to the motion state of the first obstacle. More specifically, when the speed of the first obstacle is greater than or equal to a first speed threshold, the vehicle is controlled to decelerate. Exemplarily, the first speed threshold can be the speed threshold 1 in the method 600, or can also be other numerical values.

[0175] In some implementations, the control of the vehicle to decelerate includes: controlling the vehicle to decelerate at a first deceleration when the first sensor does not perceive the first obstacle; and controlling the vehicle to decelerate at a second deceleration when the first sensor perceives the first obstacle; wherein the absolute value of the first deceleration is less than or equal to the absolute value of the second deceleration.

[0176] Exemplarily, the first deceleration can be a light2 , the second deceleration can be a light1 .

[0177] In some implementations, the method further includes: when the first sensor senses the first obstacle and the speed of the vehicle is greater than a second speed threshold, controlling the vehicle to decelerate to the second speed threshold at a third deceleration, and then controlling the vehicle to continue to decelerate from the second speed threshold at a fourth deceleration; wherein the absolute value of the third deceleration is less than the absolute value of the fourth deceleration.

[0178] More specifically, when the first sensor senses the first obstacle and the collision risk between the first obstacle and the vehicle is not eliminated, in the case that the speed of the vehicle is greater than a second speed threshold, the vehicle is controlled to decelerate to the second speed threshold at a third deceleration, and then the vehicle is controlled to continue to decelerate from the second speed threshold at a fourth deceleration.

[0179] Exemplarily, the third deceleration can be a light1 , the fourth deceleration can be a heavy , and the second speed threshold can be the aforementioned speed threshold 2. For more specific implementations of controlling the vehicle to decelerate, reference can be made to the description of the method 600, which will not be repeated here.

[0180] In some implementations, the method further includes: when the collision risk exists, controlling a vehicle exterior sound device of the vehicle to emit sound information, and / or controlling a vehicle exterior light device of the vehicle to display light information; wherein the sound information and the light information are used to prompt the first obstacle to avoid the vehicle.

[0181] In some implementations, the first obstacle wears a first smart device, or an operator of the first obstacle wears a first smart device, and the method further includes: when the collision risk exists, sending second information to the first smart device, the second information being used to trigger the first smart device to prompt at least one of the following: the collision risk, or the position of the vehicle relative to the first obstacle.

[0182] Exemplarily, the first smart device can include the aforementioned smart wearable device, and specific implementations of sending the second information to the first smart device can refer to the description of the corresponding part of FIG. 8, which will not be repeated here.

[0183] In some implementations, the first communication information includes information for positioning sent by the first smart device.

[0184] Exemplarily, the information for positioning sent by the first smart device can include a wireless short-range signal, and a method in which the vehicle performs positioning according to the wireless short-range signal sent by the first smart device can refer to the description of S301, which will not be repeated here.

[0185] The control method provided in the embodiments of the present application can prompt the type of the invisible target, the position of the invisible target relative to the ego vehicle, and the like, when the ego vehicle cannot perceive the obstacle that has a collision risk with the ego vehicle due to other obstacles limiting the perception range of the ego vehicle, and the like, so that the driver and / or the passenger of the vehicle pay attention to the invisible target, which helps the driver of the vehicle to take braking and / or steering measures in time to avoid the obstacle when the vehicle is in a human driving or human-machine co-driving state, and can make the driver and / or the passenger of the vehicle have a psychological expectation for the braking and / or steering actions that the vehicle can perform, thereby improving the driving experience of the driver and / or the passenger.

[0186] In each of the embodiments of the present application, the terms and / or descriptions of different embodiments are consistent and can be referred to each other if there is no special description and logical conflict, and the technical features in different embodiments can be combined to form a new embodiment according to the inherent logical relationship.

[0187] The method provided in the embodiments of the present application is described in detail above in combination with FIG. 1 to FIG. 9. The device provided in the embodiments of the present application will be described in detail below in combination with FIG. 10 and FIG. 11. It should be understood that the description of the device embodiments corresponds to the description of the method embodiments, and therefore, the content not described in detail can be referred to the method embodiments described above, and for brevity, will not be described here again.

[0188] FIG. 10 shows a schematic block diagram of the control device 2000 provided in the embodiments of the present application, which can include units for executing the methods described in the foregoing embodiments. Also, each unit in the device 2000 is used to implement the corresponding flow of the method embodiments described above. The device 2000 includes an acquisition unit 2010, which can be used to implement the corresponding data acquisition or transceiving function. The device 2000 further includes a processing unit 2020, which can be used to implement the corresponding processing function.

[0189] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data, and the processing unit 2020 can read the instructions and / or data in the storage unit, so that the device implements the related actions in the foregoing method embodiments.

[0190] It should be understood that the specific process of each unit executing the corresponding steps described above has been described in detail in the method embodiments described above, and for brevity, will not be described here again.

[0191] It should also be understood that the apparatus 2000 herein is embodied in the form of a functional block diagram. The terms "module" or "unit" herein can refer to an application-specific ASIC, an electronic circuit, a processor (e.g., shared, dedicated, or group) and memory for executing one or more software or firmware programs, a combined logic circuit and a suitable component(s) to support the described functions therefor.

[0192] The apparatus of each of the above solutions has the function of implementing the corresponding steps in the above method. The function can be implemented by hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above functions; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor, for performing the relevant processing operations in each method embodiment.

[0193] Exemplarily, the acquisition unit 2010 and the processing unit 2020 can be arranged in the control module 240 shown in FIG. 2, and the operations performed by the acquisition unit 2010 and the processing unit 2020 described above can be executed by one processor, or can also be executed by different processors. In a specific implementation process, the one or more processors described above can be processors arranged in a computing platform of a vehicle; or the apparatus 2000 described above can be a chip arranged in a vehicle.

[0194] The processor involved in the present application is a circuit with signal processing capability. In one implementation, the processor can be a circuit with instruction reading and running capability, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a microprocessor), a digital signal processor (DSP), etc. In another implementation, the processor can implement certain functions through the logical relationship of hardware circuits, which is fixed or can be reconfigured. For example, the processor is a hardware circuit implemented by an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the processor loads a configuration document to implement the hardware circuit configuration process, which can be understood as the process of the processor loading instructions to implement related functions. In addition, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc. In some implementations, the computing platform can also include a memory for storing instructions, and the processor can call the instructions in the memory to implement corresponding functions.

[0195] In the specific implementation process, all or part of the units in the above device can be integrated together or can be independently implemented. In one implementation, these units are integrated together to implement a system-on-a-chip (SoC).

[0196] Fig. 11 is another schematic block diagram of a control device according to an embodiment of the present application. The device 2100 shown in Fig. 11 can include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, the transceiver 2120, and the memory 2130 are connected through internal connection paths. The memory 2130 is configured to store instructions, and the processor 2110 is configured to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Alternatively, the memory 2130 can be coupled to the processor 2110 through an interface, or integrated with the processor 2110.

[0197] It should be noted that the transceiver 2120 can include, but is not limited to, a transceiving device such as an input / output interface, to enable communication between the device 2100 and other devices or communication networks.

[0198] The memory 2130 can be a volatile memory and / or a non-volatile memory. The non-volatile memory can be a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically EPROM (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM). For example, the RAM can be used as an external cache. By way of example and not limitation, the RAM includes the following varieties: static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchlink DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0199] The transceiver 2120 uses a transceiving device such as, but not limited to, a transceiver, to enable communication between the device 2100 and other devices or communication networks, to receive / send data / information for implementing the methods in the above embodiments.

[0200] The embodiment of the present application further provides an intelligent driving device, which comprises the device 2000 or the device 2100 in the above embodiment.

[0201] The embodiment of the present application further provides a computer program product, which comprises computer program codes, and when the computer program codes are run on a computer, the computer is caused to implement the method in the above embodiment of the present application.

[0202] The embodiment of the present application further provides a computer readable storage medium, which stores computer instructions, and when the computer instructions are run on a computer, the computer is caused to implement the method in the above embodiment of the present application.

[0203] The embodiment of the present application further provides a chip, which comprises a circuit, and is used for implementing the method in the above embodiment of the present application.

[0204] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the above-described system, device and unit can refer to the corresponding process in the foregoing method embodiment, which will not be described here.

[0205] In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B; "and / or" herein is a description of the association relationship of the associated object, which means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In the present application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following" or similar expressions means any combination of these items, including any combination of single item or multiple items. For example, at least one of a, b, or c can represent: a, b, c, a-b, a-c, b-c, or a-b-c, where a, b, and c can be single or multiple.

[0206] In the embodiments of the present application, the prefix words such as "first", "second" are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of ordinal words such as ordinal words in the embodiments of the present application does not limit the described objects, and the description of the described objects should refer to the description of the context in the claims or embodiments, and should not constitute redundant limitations because of the use of such prefix words.

[0207] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the division of the above-described device embodiments is only a logical function division, and there can be another division manner for the actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between different units, or the among different units, can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0208] In each embodiment of the present application, the terms and / or descriptions between different embodiments are consistent and can be mutually referenced if there is no special description and logical conflict, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0209] The units described as separated components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiments.

[0210] In addition, each functional unit in the embodiments of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit.

[0211] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method characterized by, The method comprises: obtaining first communication information and sensor information, the first communication information indicating a motion state of a first type of moving target within a first range of a vehicle, the sensor information indicating a motion state of a second type of moving target that has been perceived by a first sensor of the vehicle; determining, according to the first communication information and the sensor information, a third type of moving target that exists within the first range and is not indicated by the sensor information; when a first obstacle in the third type of moving target is at risk of colliding with the vehicle, controlling a prompting device of the vehicle to prompt first information, the first information indicating at least one of: the risk of collision, a type of the first obstacle, or a position of the first obstacle relative to the vehicle.

2. The method of claim 1, wherein, The prompting device comprises a display device, and the first information comprises a light pattern, and the controlling the prompting device of the vehicle to prompt the first information comprises: when the risk of collision is less than or equal to a risk threshold, controlling the display device to display a first light pattern of a first color, and / or controlling the first light pattern to flash at a first frequency; or when the risk of collision is greater than the risk threshold, controlling the display device to display a second light pattern of a second color, and / or controlling the second light pattern to flash at a second frequency; wherein a warning effect of the first color is less than a warning effect of the second color, and the first frequency is lower than the second frequency.

3. The method of claim 2, wherein, The type of the first obstacle is any one of a pedestrian, a non-motor vehicle, and a motor vehicle, and the controlling the prompting device of the vehicle to prompt the first information comprises: controlling the display device to display the light pattern that matches the type of the first obstacle.

4. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: determining the type of the first obstacle according to a position of the first obstacle and / or a speed of the first obstacle.

5. The method according to any one of claims 1 to 4, characterized in that, The prompting device comprises a sound-emitting device, and the controlling the prompting device of the vehicle to prompt the first information comprises: when the risk of collision is less than or equal to a risk threshold, controlling the sound-emitting device to prompt a first prompt sound; or when the risk of collision is greater than the risk threshold, controlling the sound-emitting device to prompt a second prompt sound; wherein a repetition frequency of the first prompt sound is lower than a repetition frequency of the second prompt sound, or a volume of the first prompt sound is lower than a volume of the second prompt sound.

6. The method according to any one of claims 1 to 5, characterized in that, The method further comprises: determining a driving strategy of the vehicle according to a motion state of the first obstacle.

7. The method of claim 6, wherein, The determining the driving strategy of the vehicle according to the motion state of the first obstacle comprises: when the speed of the first obstacle is greater than or equal to a first speed threshold, controlling the vehicle to decelerate.

8. The method according to claim 6 or 7, characterized in that, The controlling the vehicle to decelerate comprises: when the first sensor does not perceive the first obstacle, controlling the vehicle to decelerate at a first deceleration rate; when the first sensor perceives the first obstacle, controlling the vehicle to decelerate at a second deceleration rate; wherein an absolute value of the first deceleration rate is less than or equal to an absolute value of the second deceleration rate.

9. The method according to any one of claims 1 to 8, characterized in that, The method further comprises: when the first sensor senses the first obstacle and a speed of the vehicle is greater than a second speed threshold, controlling the vehicle to decelerate to the second speed threshold at a third deceleration, and then controlling the vehicle to continue to decelerate from the second speed threshold at a fourth deceleration; wherein an absolute value of the third deceleration is less than an absolute value of the fourth deceleration.

10. The method according to any one of claims 1 to 9, characterized in that, The method further comprises: when the collision risk exists, controlling a sound-emitting device outside the vehicle to emit sound information, and / or controlling a light-emitting device outside the vehicle to display light information; wherein the sound information and the light information are used to prompt the first obstacle to avoid the vehicle.

11. The method according to any one of claims 1 to 10, characterized in that, The first obstacle wears a first smart device, or an operator of the first obstacle wears the first smart device, and the method further comprises: when the collision risk exists, sending second information to the first smart device, the second information being used to trigger the first smart device to prompt at least one of the following: the collision risk, or a position of the vehicle relative to the first obstacle.

12. The method of claim 11, wherein, The first communication information comprises information sent by the first smart device for positioning.

13. A control device characterized by comprising: Comprise: an acquisition unit configured to acquire first communication information and sensor information, the first communication information indicating a motion state of a first type of moving target within a first range of a vehicle, and the sensor information indicating a motion state of a second type of moving target that has been sensed by a first sensor of the vehicle; a processing unit configured to determine, according to the first communication information and the sensor information, a third type of moving target that exists within the first range and is not indicated by the sensor information; the processing unit is further configured to, when a first obstacle of the third type of moving target has a collision risk with the vehicle, control a prompting device of the vehicle to prompt first information, the first information indicating at least one of the following: the collision risk, a type of the first obstacle, or a position of the first obstacle relative to the vehicle.

14. The apparatus of claim 13, wherein, The prompting device comprises a display device, and the first information comprises a light pattern, and the processing unit is configured to: when the collision risk is less than or equal to a risk threshold, control the display device to display a first light pattern of a first color, and / or control the first light pattern to flash at a first frequency; or, when the collision risk is greater than the risk threshold, control the display device to display a second light pattern of a second color, and / or control the second light pattern to flash at a second frequency; wherein a warning effect of the first color is less than a warning effect of the second color, and the first frequency is lower than the second frequency.

15. The apparatus of claim 14, wherein, The type of the first obstacle is any one of a pedestrian, a non-motor vehicle, and a motor vehicle, and the processing unit is configured to: control the display device to display the light pattern that matches the type of the first obstacle.

16. The apparatus of any one of claims 13-15, wherein, The processing unit is further configured to: determine the type of the first obstacle according to a position of the first obstacle and / or a speed of the first obstacle.

17. The apparatus of any one of claims 13-16, wherein, The prompting device comprises a sound-emitting device, and the processing unit is configured to: control the sound generating device to prompt a first prompt sound when the collision risk is less than or equal to a risk threshold; or, control the sound generating device to prompt a second prompt sound when the collision risk is greater than the risk threshold; wherein a repetition frequency of the first prompt sound is lower than a repetition frequency of the second prompt sound, or a volume of the first prompt sound is lower than a volume of the second prompt sound.

18. The apparatus of any one of claims 13-17, wherein, The processing unit is further configured to: determine a driving strategy of the vehicle according to the motion state of the first obstacle.

19. The apparatus of claim 18, wherein, The processing unit is configured to: control the vehicle to decelerate when a speed of the first obstacle is greater than or equal to a first speed threshold.

20. The apparatus of claim 19, wherein, The processing unit is configured to: control the vehicle to decelerate at a first deceleration when the first sensor does not sense the first obstacle; control the vehicle to decelerate at a second deceleration when the first sensor senses the first obstacle; wherein an absolute value of the first deceleration is less than or equal to an absolute value of the second deceleration.

21. The apparatus of any one of claims 13-20, wherein, The processing unit is further configured to: control the vehicle to decelerate at a third deceleration to a second speed threshold when the first sensor senses the first obstacle and a speed of the vehicle is greater than the second speed threshold, and control the vehicle to continue to decelerate from the second speed threshold at a fourth deceleration; wherein an absolute value of the third deceleration is less than an absolute value of the fourth deceleration.

22. The apparatus of any one of claims 13-21, wherein, The processing unit is further configured to: control an off-vehicle sound generating device of the vehicle to emit sound information and / or control an off-vehicle light device of the vehicle to display light information when the collision risk exists; wherein the sound information and the light information are used to prompt the first obstacle to avoid the vehicle.

23. The apparatus of any one of claims 13-22, wherein, The first obstacle wears a first smart device, or an operator of the first obstacle wears the first smart device, and the processing unit is further configured to: send second information to the first smart device when the collision risk exists, the second information being used to trigger the first smart device to prompt at least one of the following: the collision risk, or a position of the vehicle relative to the first obstacle.

24. The apparatus of claim 23, wherein, The first communication information comprises information transmitted by the first smart device for positioning.

25. A control device characterized by comprising: comprising: a processor configured to execute a computer program stored in a memory, so that the apparatus executes the method according to any one of claims 1 to 12.

26. The apparatus of claim 25, wherein, The apparatus further comprises the memory.

27. A computer-readable storage medium, characterized in that, instructions stored thereon, which, when executed by a processor, implement the method according to any one of claims 1 to 12.

28. A chip, characterized by The chip comprises a circuit configured to execute the method according to any one of claims 1 to 12.

29. A computer program product, characterised in that, The computer program product comprises computer program code which, when executed by a processor, implements the method according to any one of claims 1 to 12.

30. A vehicle characterized by comprising the apparatus according to any one of claims 13 to 26, or the computer readable storage medium according to claim 27, or the chip according to claim 28, or the vehicle loaded with the computer program product according to claim 29.

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