Vehicle control method and apparatus, and vehicle

Abstract

Disclosed in the present application are a vehicle control method and apparatus, and a vehicle. The method comprises: acquiring sensor information, the sensor information being used for determining that a first obstacle is present on a driving route of a first vehicle, the sensor information being further used to determine attribute information of the first obstacle, and the attribute information of the first obstacle comprising at least one of the type and the size of the first obstacle; and determining a speed threshold on the basis of the attribute information of the first obstacle, and controlling the first vehicle to pass the first obstacle at a first speed, or controlling the first vehicle to brake and stop, the first speed being less than or equal to the speed threshold. After determining the speed threshold on the basis of the attribute information of the first obstacle, the vehicle control apparatus can control the first vehicle to pass the first obstacle at a speed (e.g., the first speed) that is less than or equal to the speed threshold, or control the first vehicle to brake and stop, such that the vehicle can be effectively prevented from being damaged when encountering a misoperation working condition, thereby ensuring vehicle safety.

Description

A vehicle control method, device, and vehicle Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device and vehicle. Background Technology

[0002] With the development of new energy technologies, new energy vehicles have received increasing attention. New energy vehicles refer to new types of automobiles that use unconventional vehicle fuels as their power source (or use conventional vehicle fuels but employ novel onboard power systems). For example, new energy vehicles include components such as power batteries (also known as battery packs), range extenders, and zero-gravity seats.

[0003] However, the inclusion of components such as power batteries, range extenders, and zero-gravity seats in new energy vehicles increases their weight, leading to a greater axle load. Therefore, if a new energy vehicle encounters rough or uneven roads (such as potholes or other obstacles) during operation, its high axle load and high speed can easily cause damage to the chassis, such as axle breakage or wheel hub breakage. Summary of the Invention

[0004] This application provides a vehicle control method, device, and vehicle to effectively prevent damage to the vehicle due to misuse conditions, thereby helping to ensure vehicle safety.

[0005] Firstly, this application provides a vehicle control method, which can be executed by a vehicle control device or a component (such as a processor, processing unit, chip system, circuit, or chip) capable of supporting the vehicle control device in implementing the functions required for the vehicle control method. Optionally, the vehicle control method provided in the embodiments of this application can also be implemented by a logic node, logic module, or software capable of implementing all or part of the functions of the vehicle control device. For example, the vehicle control device can be a first vehicle or a module of the first vehicle (such as a control unit, processing unit, processor, or chip). Exemplarily, the following example illustrates the execution of a vehicle control method by a vehicle control device. The method may include the following steps: the vehicle control device acquires sensor information, wherein the sensor information can be used to determine that a first obstacle exists on the driving route of the first vehicle, and the sensor information can also be used to determine the attribute information of the first obstacle, which may include at least one of the type and size of the first obstacle; then, the vehicle control device can determine a speed threshold based on the attribute information of the first obstacle; then, the vehicle control device can control the first vehicle to pass through the first obstacle at a first speed, or control the first vehicle to brake to a stop, wherein the first speed is less than or equal to the speed threshold.

[0006] In this method, when the vehicle control device determines, based on sensor information, that a first obstacle exists on the first vehicle's travel route (or path), it can further determine a speed threshold based on the obstacle's attribute information. This speed threshold is matched to the first obstacle, allowing the vehicle control device to effectively determine a speed (less than or equal to the speed threshold) to enable the first vehicle to safely pass through the first obstacle. This method ensures the first vehicle passes through the first obstacle at a safe speed, helping to reduce safety risks caused by misuse of the vehicle (e.g., the first obstacle) and meeting the design requirements of the vehicle chassis components. It effectively prevents damage to the vehicle due to misuse, thus effectively ensuring vehicle safety and the safety of the vehicle user. Optionally, if the vehicle control device determines that there is a first obstacle on the first vehicle's driving path based on sensor information, or if the vehicle control device is unable to control the first vehicle to safely pass through the first obstacle, the vehicle control device can also control the first vehicle to stop. This helps to avoid a collision between the first vehicle and the first obstacle, effectively preventing damage to the vehicle due to misuse conditions, thereby ensuring vehicle safety and the safety of the vehicle user.

[0007] In one possible implementation, the vehicle control device controls the first vehicle to pass through the first obstacle at a first speed if one of the following conditions is met:

[0008] The driver of the first vehicle performs a first operation, wherein the first operation describes the driver of the first vehicle applying the brakes; or...

[0009] The driver of the first vehicle performs a second operation, wherein the second operation describes that the driver of the first vehicle has not applied the brakes.

[0010] The above implementation method enables the vehicle control device to effectively control the first vehicle to pass through the first obstacle at a safe speed (i.e., the first speed) in various situations (such as when the driver of the first vehicle applies the brakes or when the driver of the first vehicle does not apply the brakes). This can meet the needs of different situations and avoid safety risks to the first vehicle due to encountering the first obstacle (such as avoiding damage to the chassis of the first vehicle during the process of passing through the first obstacle), thereby ensuring vehicle safety.

[0011] In one possible implementation, the driver of the first vehicle performs the second operation, including:

[0012] The driver of the first vehicle performs the second operation, and the first vehicle does not have the ability to avoid the first obstacle within the lane.

[0013] The above implementation method enables the vehicle control device to effectively control the first vehicle to pass through the first obstacle at a safe speed (i.e., the first speed) when the driver of the first vehicle does not apply the brakes and the first vehicle does not have the ability to avoid the first obstacle in the lane. This can avoid the safety risks of the first vehicle due to encountering the first obstacle, thereby ensuring vehicle safety.

[0014] In one possible implementation, the vehicle control device controls a first vehicle to pass through a first obstacle at a first speed, including:

[0015] The vehicle control unit can send a first command to the braking unit of the first vehicle, wherein the first command instructs the first vehicle to adjust its speed to a first speed before or when it reaches the first obstacle; or,

[0016] The vehicle control unit can send a second command to the braking unit, wherein the second command may include a target deceleration, the target deceleration being used to adjust the speed of the first vehicle to a first speed before the first vehicle reaches the first obstacle or when the first vehicle reaches the first obstacle.

[0017] In the above implementation, by sending a first command or a second command to the braking unit of the first vehicle, the braking unit can promptly and accurately adjust the vehicle's speed to a first speed before or when the first vehicle reaches the first obstacle. This allows the first vehicle to safely pass through the first obstacle at the first speed, helping to reduce the safety risks caused by misuse of the vehicle's operating conditions (such as the first obstacle) and meeting the design requirements of the vehicle chassis components. This effectively ensures vehicle safety and the safety of the vehicle user. Furthermore, it can be seen that the vehicle control device can flexibly and diversely instruct the braking unit to adjust the vehicle's speed, meeting different application needs.

[0018] In one possible implementation, the method further includes, before or when the first vehicle reaches the first obstacle:

[0019] The vehicle control unit can send a third command to the braking unit, wherein the third command is used to instruct the braking unit to be in a brake-released state during the process of the first vehicle passing through the first obstacle.

[0020] In the above implementation, as the first vehicle passes the first obstacle at a first speed, the vehicle control device sends a third command to the braking unit to ensure that the first vehicle does not need to apply the brakes when passing the first obstacle, which helps to further ensure vehicle safety (such as avoiding damage to the chassis of the first vehicle caused by the first obstacle). It is understandable that, based on experimental evidence, compared to the first vehicle applying the brakes when passing the first obstacle, the chassis (or chassis parts or chassis components) of the first vehicle is less likely to be damaged when the first vehicle does not apply the brakes.

[0021] In one possible implementation, the method further includes:

[0022] The vehicle control device controls the on-board display device of the first vehicle to display the first prompt message; or,

[0023] The vehicle control device controls the onboard voice device of the first vehicle to output the first voice information;

[0024] The first prompt message or the first voice message is used to inform the driver of the first vehicle that there is an obstacle on the first vehicle's driving route and request assistance.

[0025] The aforementioned implementation method can promptly remind (or prompt) the driver of the first vehicle of an obstacle ahead, facilitating timely action such as braking or changing lanes, thus providing a better driving experience. Furthermore, the use of various prompting methods effectively attracts the driver's attention, enabling them to take timely and appropriate measures to ensure vehicle safety.

[0026] In one possible implementation, the method further includes:

[0027] The vehicle control device acquires sensor information, and then the vehicle control device can input the sensor information into the first model to obtain the attribute information of the first obstacle. The first model is used to describe the correspondence between the sensor information and the attribute information of the obstacle.

[0028] In the above implementation, the vehicle control device can obtain the attribute information of the first obstacle in a timely and accurate manner by using the trained first model to process sensor information.

[0029] In one possible implementation, the method further includes:

[0030] The vehicle control device acquires the attribute information of the first obstacle. Then, the vehicle control device can input the attribute information of the first obstacle into the second model to obtain the speed threshold. The second model is used to describe the correspondence between the attribute information of the obstacle and the speed threshold.

[0031] In the above implementation, the vehicle control device uses the trained second model to process the attribute information of the first obstacle, and can obtain the speed threshold corresponding to the first obstacle in a timely and accurate manner.

[0032] In one possible implementation, the method further includes:

[0033] The vehicle control unit acquires sensor information, and then inputs the sensor information into a third model to obtain a speed threshold. The third model is used to describe the correspondence between the sensor information and the speed threshold.

[0034] In the above implementation, the vehicle control device can directly and efficiently obtain the speed threshold corresponding to the first obstacle by using a trained third model to process sensor information. This implementation does not require human intervention, can save intermediate processes, and can reduce computational tasks.

[0035] In one possible implementation, the vehicle control device controls the first vehicle to come to a stop if one of the following conditions is met:

[0036] The speed threshold is 0; or,

[0037] It is determined that the first vehicle cannot pass the first obstacle.

[0038] The above implementation method enables the vehicle control device to effectively control the first vehicle to stop in various situations (such as when the speed threshold is 0 or when it is determined that the first vehicle cannot pass the first obstacle). This can meet the needs of different situations, avoid collision between the first vehicle and the first obstacle, reduce the risk of damage to the first vehicle, and thus ensure vehicle safety.

[0039] In one possible implementation, the vehicle control device controls the first vehicle to come to a stop, including:

[0040] The vehicle control device sends a fourth command to the braking unit of the first vehicle, wherein the fourth command is used to instruct the first vehicle to be brought to a stop before or when the first vehicle reaches the area where the first obstacle is located.

[0041] In the above implementation, by sending a fourth command to the braking unit of the first vehicle, the braking unit of the first vehicle can effectively and timely control the first vehicle to stop before or when the first vehicle reaches the area where the first obstacle is located. This helps to avoid the first vehicle from colliding with the first obstacle, thereby ensuring vehicle safety and the safety of the vehicle user.

[0042] Secondly, this application provides a vehicle control device that has the functions involved in the first aspect above. For example, the vehicle control device includes modules, units, or means for performing the operations involved in the first aspect above. The functions, units, or means can be implemented by software, or by hardware, or by hardware executing corresponding software.

[0043] In one possible implementation, the vehicle control device may include a transceiver module (or communication module or transceiver unit, used for sending and receiving data) and a processing module (or processing unit). The transceiver module can be used to send and receive signals to enable communication between the vehicle control device and other devices; for example, it can send data to other communication devices. The processing module can be used to perform some internal operations of the vehicle control device. The functions performed by the transceiver module and the processing module can correspond to the operations described in the first aspect above.

[0044] In one possible implementation, the vehicle control device includes a processor that can be coupled to a memory. The memory can store computer programs or instructions necessary to implement the functions described in the first aspect above. The processor can execute the computer programs or instructions stored in the memory, causing the vehicle control device to implement the methods in any of the possible implementations of the first aspect above, when the computer programs or instructions are executed.

[0045] In one possible implementation, the vehicle control device includes a processor and a memory, the memory of which may store necessary computer programs or instructions for implementing the functions described in the first aspect above. The processor may execute the computer programs or instructions stored in the memory, and when the computer programs or instructions are executed, cause the vehicle control device to implement the methods in any of the possible implementations of the first aspect above.

[0046] In one possible implementation, the vehicle control device includes a processor and an interface circuit (or communication interface), wherein the processor is used to communicate with other devices via the transceiver and to execute the methods in any of the possible implementations of the first aspect described above. The transceiver is used to enable the vehicle control device to communicate with other devices, for example, to receive signals from other communication devices and transmit them to the processor, or to send signals from the vehicle control device processor to other communication devices, such as the transmission or reception of data and / or signals. Exemplarily, the communication interface may be a transceiver, circuit, bus, module, or other type of communication interface.

[0047] It is understood that, in the second aspect mentioned above, the processor can be implemented in hardware or software. When implemented in hardware, the processor can be a logic circuit, integrated circuit, etc.; when implemented in software, the processor can be a general-purpose processor that reads software code stored in memory. Furthermore, there can be one or more processors, and one or more memories. The memory can be integrated with the processor or separated from it. In specific implementations, the memory can be integrated with the processor on the same chip or disposed on different chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0048] Thirdly, this application provides a vehicle including a vehicle control device for performing the method in any of the possible implementations of the first aspect described above. Optionally, the vehicle may further include a sensor system.

[0049] Fourthly, this application provides a computer program product comprising a computer program or instructions that, when executed on a computer, cause the computer to perform the method in any possible implementation of the first aspect described above.

[0050] Fifthly, this application provides a computer-readable storage medium storing a computer program or instructions that, when executed by a computer, cause the computer to perform the method in any possible implementation of the first aspect described above.

[0051] Sixthly, this application provides a chip that may include a processor and may also include a memory (or the chip may be coupled to the memory), the chip executing program instructions in the memory to cause the chip to perform the method in any possible implementation of the first aspect above. Here, "coupling" means that two components are directly or indirectly connected to each other, such as coupling can refer to an electrical connection between two components.

[0052] Seventhly, this application also provides a chip system including a processor for supporting a computer device in implementing any of the possible implementations of the first aspect described above. In one possible implementation, the chip system further includes a memory for storing programs and data necessary for the computer device. The chip system may be composed of chips or may include chips and other discrete devices.

[0053] Based on the implementation methods provided in the above aspects, this application can be further combined to provide more implementation methods. Attached Figure Description

[0054] Figure 1 illustrates a possible application scenario provided by an embodiment of this application.

[0055] Figure 2 illustrates a schematic diagram of the functional module structure of a vehicle provided in an embodiment of this application;

[0056] Figure 3 illustrates a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0057] Figure 4a illustrates a roadblock diagram provided by an embodiment of this application;

[0058] Figure 4b illustrates a schematic diagram of a square pit provided in an embodiment of this application;

[0059] Figure 4c illustrates a schematic diagram of a slope pit a1 provided in an embodiment of this application;

[0060] Figure 4d illustrates a schematic diagram of a slope pit a2 provided in an embodiment of this application;

[0061] Figure 4e illustrates a schematic diagram of a trapezoidal pit provided in an embodiment of this application;

[0062] Figure 4f illustrates a schematic diagram of a curbstone platform provided in an embodiment of this application;

[0063] Figure 5 illustrates a schematic diagram of a possible vehicle control device provided in an embodiment of this application.

[0064] Figure 6 illustrates a schematic diagram of another possible vehicle control device provided in an embodiment of this application. Detailed Implementation

[0065] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0066] The following describes the application scenarios to which the vehicle control method provided in this application is applicable. It should be noted that these descriptions are for the purpose of facilitating understanding by those skilled in the art and do not constitute a limitation on the scope of protection claimed in this application.

[0067] Please refer to Figure 1, which is a schematic diagram of a possible application scenario applicable to an embodiment of this application. As shown in Figure 1, this application scenario takes the vehicle control method applied to vehicle 100 as an example. In one example, as shown in Figure 1(a), if there is an obstacle in front of vehicle 100 while it is moving forward, vehicle 100 can, according to the vehicle control method provided in this application, determine the speed threshold corresponding to the obstacle based on the attribute information of the obstacle when it is determined that there is an obstacle in front, and then control vehicle 100 to pass through the obstacle at a certain speed (e.g., speed v1), or control vehicle 100 to stop. This can enable vehicle 100 to safely avoid or pass through obstacles, which helps to ensure vehicle safety and can meet the design requirements of vehicle chassis components. Wherein, speed v1 is less than or equal to the speed threshold. Wherein, the speed threshold can refer to the maximum speed at which the vehicle can safely pass through the obstacle, or it can refer to the maximum speed at which the vehicle will not pose a risk when passing through the obstacle. That is to say, the speed threshold of each obstacle is matched with that obstacle. Optionally, vehicle 100 can also control vehicle 100 to avoid the obstacle. For example, vehicle 100 can control the steering wheel of vehicle 100 to turn at a certain angle and avoid the obstacle at that angle.

[0068] In another example, as shown in Figure 1(b), if there is an obstacle behind the vehicle 100 during reversing (or backing up), the vehicle 100 can, according to the vehicle control method provided in this application, determine the speed threshold corresponding to the obstacle based on the obstacle's attribute information when it is determined that there is an obstacle in front. Then, the vehicle 100 can be controlled to pass through the obstacle at a certain speed (e.g., a speed less than or equal to the speed threshold), or the vehicle 100 can be controlled to stop. This allows the vehicle 100 to safely avoid or pass through the obstacle, helping to ensure vehicle safety and meeting the design requirements of the vehicle chassis components. Optionally, the vehicle 100 can also control itself to avoid the obstacle. For example, the vehicle 100 can control its steering wheel to turn at a certain angle and avoid the obstacle at that angle.

[0069] For example, the aforementioned obstacles may include, but are not limited to: roadblocks, potholes, sloping potholes, depressions, trapezoidal potholes, or other obstacles (such as stones, traffic bollards, warning posts, or curbs).

[0070] For example, the vehicle 100 mentioned above can be of various types, such as including but not limited to pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), other new energy vehicles (NEV), or fuel vehicles, etc. These vehicles can be applied to fields such as intelligent driving, assisted driving, or connected vehicles.

[0071] It should be understood that the above application scenarios are merely examples, and the vehicle control method provided in this application can also be applied to other possible scenarios, not limited to those listed above. For example, the vehicle control method can also be applied to other means of transportation, such as buses, amusement park vehicles, playground vehicles, construction vehicles, driverless vehicles, trains, subways, high-speed trains, or transport vehicles, to enable these vehicles to automatically avoid obstacles or safely pass through obstacles at a certain speed (i.e., less than or equal to the speed threshold corresponding to the obstacle). As another example, the vehicle control method can also be applied to robots to enable them to automatically avoid obstacles or safely pass through obstacles at a certain speed. These robots may include, but are not limited to, home robots, navigation robots, autonomous food delivery robots, medical robots, or industrial robots. Furthermore, the vehicle control method can also be applied to smart living scenarios, such as integrating it into automatically following suitcases or smart transportation tools, etc. These will not be listed exhaustively here.

[0072] It should be noted that the application scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application, and do not constitute a limitation on the technical solutions provided in this application. Furthermore, those skilled in the art will understand that with the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0073] Based on the application scenario shown in Figure 1, this application also provides a functional module structure for a vehicle 100. Referring to Figure 2, components coupled to or included in the vehicle 100 (also referred to as functional modules or parts) may include a vehicle control device, a sensor system, and a drive system (also referred to as a drive control system, drive unit, or drive control unit, for example, including at least one component (also referred to as an element, control component, or control element)). The vehicle control device can be connected to the sensor system and the drive system respectively. Optionally, the vehicle 100 may also include other modules, such as a communication module, an entertainment module, an intelligent driving module, etc., which will not be elaborated here. It should be noted that the connection relationship between the functional modules shown in Figure 2 is only an example and does not constitute a limitation of this application. The following describes each functional module separately.

[0074] A vehicle control device can be a device specifically designed to enable a vehicle to avoid obstacles, safely pass through obstacles, or brake to a stop. Alternatively, it can be a device that performs other functions while fulfilling these same functions. For example, in one scenario, the vehicle control device could be a control unit within the vehicle, such as a vehicle control unit (VCU), vehicle dynamics control (VDC), or mobile data center (MDC). It could also be a domain controller, such as a driving domain controller or chassis domain controller. Using this example, the existing control units within the vehicle can be utilized to achieve the functions of obstacle avoidance, safe passage through obstacles, or braking to a stop, thus improving the utilization rate of in-vehicle components.

[0075] Alternatively, in another example, to reduce the workload of the in-vehicle control unit, the vehicle control device can be an additional, dedicated control unit for vehicle control, such as a separate digital signal processing (DSP) chip. This DSP chip contains all the components necessary for digital signal processing, including but not limited to: power amplifiers, analog-to-digital converters (DACs), digital-to-analog converters (ADCs), and processing units. This DSP chip is independent of the vehicle and can be integrated with relevant vehicle components, such as sensor and drive systems, to achieve vehicle control. Alternatively, in yet another example, the vehicle control device can be implemented in conjunction with both the independently set control unit and the control unit within the vehicle; that is, some functions of the vehicle control device are implemented by the independently set control unit, while other functions are implemented by the control unit within the vehicle. Other examples may also exist, which will not be listed here.

[0076] For example, a vehicle control device can use the sensing information from at least one sensor in the vehicle's sensing system to identify moving and static objects (or moving and static targets, such as obstacles, vehicles, pedestrians, lane lines, etc.) in the environment in which the vehicle is located, as well as the attributes of the moving and static objects (such as the type of each object (e.g., what kind of object it is, such as a vehicle, obstacle, pedestrian or other object), location information, direction of movement or shape information, etc.).

[0077] A sensor system can include one or more sensors installed in a vehicle, such as wheel speed sensors (or velocity sensors), steering wheel angle sensors, steering wheel torque sensors, inertial measurement units (IMUs), pedal position sensors, image acquisition devices, or radar equipment. Each sensor will be described in detail below.

[0078] Wheel speed sensors, installed on the wheels of the vehicle 100, such as on the wheel hub or the front brake disc, are used to collect the rotational speed information of the corresponding wheel. This speed information can be used to calculate the wheel speed, such as how many revolutions the wheel makes per minute (r / min). Furthermore, it can also be used to calculate the vehicle speed, such as how many kilometers the vehicle travels forward or backward per hour (km / h).

[0079] A steering wheel angle sensor can be installed in the steering column below the steering wheel of the vehicle 100 to collect steering wheel rotation information. This rotation information can be used to calculate the steering wheel angle, such as how many degrees (°) the steering wheel has rotated relative to its free state at the current moment.

[0080] A steering wheel torque sensor can also be installed in the steering column below the steering wheel of the vehicle 100 to collect torque information on the steering wheel. This torque information can be used to calculate the steering force applied by the driver to the steering wheel, also known as hand force, and the unit is Newton (N).

[0081] An inertial measurement unit (IMU) is positioned near the center of the vehicle's coordinate system, such as within an airbag. An IMU typically includes three single-axis accelerometers and three single-axis gyroscopes. The three axes correspond to the three axes of the vehicle's coordinate system, such as the X-axis, Y-axis, and Z-axis. The X-axis corresponds to the vehicle's direction of travel (longitudinal), the Y-axis corresponds to the vehicle's pitch direction (lateral), and the Z-axis corresponds to the vehicle's yaw direction (vertical). The three single-axis accelerometers collect acceleration information along these three axes of the vehicle's coordinate system. This acceleration information can then be used to calculate the vehicle's acceleration in each of the three axes: longitudinal acceleration, lateral acceleration, and vertical acceleration. Longitudinal acceleration refers to the acceleration generated when the vehicle accelerates or decelerates along its direction of travel; lateral acceleration refers to the lateral acceleration generated when the vehicle is turning; and vertical acceleration refers to the vertical acceleration generated when the vehicle is going up or down an incline. Three single-axis gyroscopes can be used to collect angular velocity information of the vehicle's rotation relative to the three axes of the navigation coordinate system. This angular velocity information can be used to calculate the vehicle's three angular velocities, namely roll rate, pitch rate, and yaw rate.

[0082] Pedal position sensors, installed on the pedals, collect pedal travel information to calculate the depth to which the pedals are depressed. Pedals include the accelerator pedal (also called the gas pedal) and the brake pedal (also called the brake pedal), and correspondingly, pedal position sensors include accelerator pedal position sensors and brake pedal position sensors. The travel information collected by the accelerator pedal position sensor is used to calculate the depth to which the accelerator pedal is depressed. The deeper the accelerator pedal is depressed, the greater the opening of the throttle, increasing the amount of air entering the engine, increasing the fuel injection volume of the engine's fuel supply system, increasing the engine speed, and accelerating the vehicle. Similarly, the travel information collected by the brake pedal position sensor is used to calculate the depth to which the brake pedal is depressed. The deeper the brake pedal is depressed, the greater the pressure applied by the braking system to the vehicle's wheels, and the better the vehicle deceleration effect.

[0083] The image acquisition device can be used to capture at least one image of the surrounding environment of the vehicle 100. For example, the image acquisition device may include, but is not limited to: a visible light camera, a depth camera (i.e., a 3D camera), a fisheye camera, a monocular camera, a binocular camera, a near-infrared camera, a video camera, a cockpit-type camera, a dashcam (i.e., a recording terminal), a reversing camera, or a depth camera, etc. For example, taking a fisheye camera as the image acquisition device, fisheye cameras can be installed in the front, rear, left, and right directions of the vehicle 100 to acquire environmental information in these four directions. The field of view of each of the four fisheye cameras can be greater than 180 degrees, thereby achieving omnidirectional capture of the surrounding environment of the vehicle 100. It should be understood that the larger the field of view of the image acquisition device, the larger the range that the image acquisition device can perceive.

[0084] Radar equipment can transmit electromagnetic wave signals outward through an antenna and receive echo signals reflected by a target. By amplifying and down-converting the echo signals, information such as the relative distance, relative speed, and angle between the vehicle 100 and the target can be obtained. For example, the radar equipment can be at least one of a lidar sensor or a millimeter-wave radar sensor. A millimeter-wave radar sensor can use radio signals to sense targets in the surrounding environment of the vehicle 100, such as collecting information on the distance of obstacles around the vehicle. In some embodiments, in addition to sensing targets, the millimeter-wave radar sensor can also be used to sense the speed and / or direction of travel of the target. A lidar sensor can use laser light to sense targets in the environment in which the vehicle 100 is located. In some embodiments, a lidar sensor may include one or more laser sources, a laser scanner, one or more detectors, and other system components.

[0085] Understandably, the above sensors can be replaced with other sensors that can directly collect or indirectly calculate the same information. For example, in one example, the steering wheel torque sensor can be replaced with a steering wheel pressure sensor, which can collect pressure information on the steering wheel, and this pressure information can be used to directly calculate the steering force applied by the driver. In another example, the wheel speed sensor can be replaced with a vehicle speed sensor, which can collect vehicle speed information, and this vehicle speed information can be used to directly calculate the vehicle speed. Based on the correspondence between vehicle speed and wheel speed, it can also be used to calculate the wheel speed. In yet another example, the steering wheel angle sensor 332 can be replaced with a steering wheel position sensor, which can collect the position information of the steering wheel, and this position information can be used to calculate the steering wheel rotation travel, with different rotation travels corresponding one-to-one with different steering wheel angles.

[0086] Furthermore, the information collected by the aforementioned sensors can include information directly collected by the sensors, as well as other information calculated or derived from the information directly collected by the sensors. For example, the information collected by the wheel speed sensor can be understood as wheel speed information, but wheel speed information is actually intermediate data calculated based on the information collected by the wheel speed sensor. Moreover, vehicle speed information can also be calculated from the wheel speed information. In other words, in addition to the information collected by the sensors themselves, all information that can be derived or calculated from the information collected by the sensors is also within the scope of the information collected by the sensors, and this application does not specifically limit this.

[0087] A drive system is used to control (or drive) the operation of vehicle 100 and its components. The drive system may include one or more components, such as a steering unit (also referred to as a steering control unit, steering gear, or steering controller), a braking unit (also referred to as a brake control unit, brake, or brake controller, such as an intelligent integrated power brake (IPB)), and a throttle. The steering unit can be used to adjust the direction of travel of vehicle 100, such as forward, reverse, or turning. For example, in some embodiments, the steering unit may be a steering wheel system. The braking unit is used to control the deceleration of vehicle 100. For example, the braking unit may use friction to slow down the wheels. In other embodiments, the braking unit may convert the kinetic energy of the wheels into electrical current. The braking unit may also take other forms to slow down the wheel rotation speed to control the speed of vehicle 100. The throttle can be used to control the operating speed of the engine, thereby controlling the speed of vehicle 100.

[0088] For example, the vehicle control unit can send control commands to the steering unit, braking unit, or throttle in the drive system, respectively. These control commands drive the vehicle 100 to perform corresponding operations. For instance, consider sending a control command (such as control command s1) to the steering unit. If the vehicle control unit determines that the vehicle 100 needs to adjust its driving direction, such as needing to turn (or steer) to avoid obstacles, other vehicles, or pedestrians, the vehicle control unit can send control command s1 to the steering unit. Control command s1 can instruct the steering unit to adjust the driving direction of the vehicle 100, or to adjust the steering wheel angle of the vehicle 100, or to adjust the steering wheel angle by a specific amount. After receiving control command s1 from the vehicle control unit, the steering unit adjusts the driving direction of the vehicle 100 according to control command s1, thus achieving objectives such as driving on a new road or avoiding obstacles, other vehicles, or pedestrians. For example, consider the vehicle control unit sending a control command (such as control command s2) to the braking unit. If the vehicle control unit determines that vehicle 100 needs to decelerate—for example, to safely pass an obstacle at a lower speed, to avoid falling into a collapsed area in its path, or to avoid colliding with other vehicles or pedestrians—then the vehicle control unit can send control command s2 to the braking unit. Control command s2 can instruct the braking unit to adjust the speed of vehicle 100, to control the vehicle's deceleration, or to achieve a specific deceleration rate. Upon receiving control command s2 from the vehicle control unit, the braking unit can control the vehicle's deceleration accordingly, thus achieving objectives such as safely passing obstacles at a lower speed, avoiding falling into a collapsed area, or avoiding collisions with other vehicles or pedestrians.

[0089] Based on the application scenario shown in Figure 1, the specific implementation of the vehicle control method in this application embodiment will be described in detail below.

[0090] Figure 3 illustrates a flowchart of a vehicle control method provided in an embodiment of this application. This method is applicable to the application scenario shown in Figure 1. It is understood that the vehicle control method shown in Figure 3 is illustrated using a vehicle control device in a first vehicle as the executing entity, but this application does not specifically limit the executing entity of the vehicle control method. It should be understood that the method executed by the vehicle control device in this application can also be executed by a module applied to the vehicle control device (such as a processor, processing unit, chip system, circuit, or chip), or by a logic node, logic module, or software capable of implementing all or part of the functions of the vehicle control device.

[0091] As shown in Figure 3, the method includes:

[0092] Step 301: The vehicle control unit acquires sensor information.

[0093] For example, sensor information may include at least one of the following: information collected by sensor systems on this vehicle (i.e., the first vehicle), information collected by sensor systems on other vehicles, or information collected by roadside sensor equipment. The information collected by sensor systems on other vehicles may be transmitted to the first vehicle by the other vehicles using vehicle-to-vehicle communication (V2V) technology, or it may be transmitted by the other vehicles to roadside equipment (such as a roadside unit (RSU)) using vehicle-to-everything (V2X) technology, and then transmitted to the first vehicle by the roadside equipment. It is understood that the other vehicles and the first vehicle may be located in the same area, such as traveling on the same road.

[0094] The information collected by the roadside sensor devices can be transmitted from the roadside sensor devices to the first vehicle via other vehicles, or directly to the first vehicle. For example, roadside sensor devices may include, but are not limited to, roadside radar devices and roadside cameras. These roadside sensor devices can be used to collect environmental information about the area where the first vehicle is located, such as the environmental information on the road the first vehicle is traveling on. Understandably, the description of the sensor system in step 301 can be found in the section on sensor systems in Figure 2 above, and will not be repeated here.

[0095] For example, suppose the sensor information mentioned above is collected by a sensor system on a first vehicle, and the sensor system includes radar equipment. This sensor information may include information collected by the radar equipment on the first vehicle, such as information about the surrounding environment of the first vehicle.

[0096] For example, suppose the sensor information mentioned above is collected by a sensor system on a first vehicle, and the sensor system includes an image acquisition device. The sensor information may include image information collected by the image acquisition device on the first vehicle, such as images of the surrounding environment of the first vehicle.

[0097] In this embodiment, the sensor information acquired by the vehicle control device can be used to determine that a first obstacle exists on the driving path of the first vehicle. Furthermore, the sensor information acquired by the vehicle control device can also be used to determine the attribute information (or attribute parameters) of the first obstacle. For example, the attribute information of the first obstacle may include at least one of the type and size of the first obstacle.

[0098] The following examples illustrate how sensor information can be used to determine the presence of a first obstacle on the path of a first vehicle.

[0099] Example A1: Sensor information is collected by a sensor system on a first vehicle. After acquiring the sensor information from the sensor system on the first vehicle, the vehicle control unit can determine at least one target and its attribute information based on the sensor information. The at least one target includes a first obstacle.

[0100] Example A2: Sensor information is collected by sensor systems on other vehicles. In one example, after collecting sensor information, the sensor systems on other vehicles (or onboard equipment on other vehicles) can transmit the sensor information to the first vehicle using V2V technology. After acquiring the sensor information, the vehicle control unit on the first vehicle can determine at least one target and its attribute information based on the sensor information. The at least one target includes a first obstacle.

[0101] In another example, after sensor systems on other vehicles collect sensor information, this information can be transmitted to roadside equipment via V2X technology by those other vehicles (or onboard equipment on other vehicles). The roadside equipment, upon receiving the sensor information, can then transmit it to the first vehicle. The vehicle control unit on the first vehicle, after acquiring the sensor information, can determine at least one target and its attribute information based on that information. The at least one target includes a first obstacle.

[0102] Example A3: Sensor information is collected by roadside sensor devices. In one example, after collecting sensor information, the roadside sensor devices can transmit the sensor information to a first vehicle. After acquiring the sensor information, the vehicle control unit on the first vehicle can determine at least one target and its attribute information based on the sensor information. The at least one target includes a first obstacle.

[0103] In another example, after collecting sensor information, the roadside sensor device can transmit this information to other vehicles. These other vehicles (or their onboard devices) then use V2V technology to transmit the sensor information back to the first vehicle. After acquiring the sensor information, the vehicle control unit on the first vehicle can determine at least one target and its attribute information based on that information. The at least one target includes a first obstacle.

[0104] In another example, after collecting sensor information, the roadside sensor device can transmit the sensor information to a roadside unit, which in turn transmits the sensor information to a first vehicle. After acquiring the sensor information, the vehicle control unit on the first vehicle can determine at least one target and its attribute information based on that information. The at least one target includes a first obstacle.

[0105] For example, the attribute information of each target in at least one of the targets identified in Examples A1 to A3 above may include the target's type (e.g., what kind of object it is, such as a vehicle, obstacle, pedestrian, or other object), location information, direction of movement, size (or size information or size parameters), or shape information, etc. Optionally, the attribute information of each target may also include the relative distance, relative speed, angle, etc., between the first vehicle and the target.

[0106] The following describes the process by which a vehicle control device determines the attribute information of at least one target based on sensor information through several possible implementation methods.

[0107] Method B1: The vehicle control device can analyze and process sensor information to determine the attribute information of at least one target. The attribute information of the at least one target includes the attribute information of a first obstacle.

[0108] Method B2: The vehicle control device can input sensor information into the first model to obtain attribute information of at least one target. The attribute information of the at least one target includes the attribute information of the first obstacle.

[0109] The first model can be used to describe the correspondence (or mapping relationship) between sensor information and the attribute information of the target (such as an obstacle).

[0110] For example, the first model can refer to a first feature detection model, or it can refer to a deep detection model. Alternatively, the first model can also be described as an "environmental perception model, environment recognition model, or environment detection model".

[0111] For example, when the first model is a first feature detection model, the vehicle control device can input the acquired sensor information into the trained first feature detection model to extract features of at least one target. Then, the vehicle control device can compare the extracted features of at least one target with the features of preset targets to determine at least one target (such as an obstacle) and the attribute information of at least one target present in the surrounding environment of the first vehicle.

[0112] The following section uses the example of training a first feature detection model on a computing device (e.g., computing device u) with an obstacle as the target to illustrate the training process of the first feature detection model. Optionally, when training the first feature detection model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, deep learning, and other machine learning algorithms.

[0113] For example, the computing device u can be a vehicle control device or other devices. After acquiring the first training sample set, the computing device u can input the first training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining a trained first feature detection model. The first training sample set may include multiple sensor information pre-labeled with key obstacle features.

[0114] For example, when the first model is a depth detection model, since the depth detection model is obtained by training a large artificial intelligence (AI) model (such as a neural network) using multiple sensor information with pre-labeled targets and target attribute information, the vehicle control device can directly obtain at least one target (such as an obstacle) and at least one target attribute information in the surrounding environment of the first vehicle by inputting the acquired sensor information into the trained depth detection model.

[0115] The following example illustrates the training process of a deep detection model, using a computing device (e.g., computing device u) to train a deep detection model, with obstacles as the target and a neural network as the large AI model. Optionally, when training the deep detection model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, and deep learning.

[0116] For example, the computing device u could be a vehicle control unit or other devices. After acquiring the second training sample set, the computing device u can input the second training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining a trained deep detection model. The second training sample set can include multiple sensor data points pre-labeled with obstacles and their attribute information.

[0117] Step 302: The vehicle control device determines the speed threshold based on the attribute information of the first obstacle.

[0118] In this embodiment, the speed threshold can correspond to (or match) the first obstacle. The speed threshold can be used to represent the maximum speed (or highest speed) at which the vehicle can safely pass the first obstacle.

[0119] The following describes the process by which the vehicle control device determines the speed threshold based on the attribute information of the first obstacle through several possible implementation methods.

[0120] Method C1: The vehicle control device can compare the attribute information of the first obstacle with the attribute information of P preset obstacles (or target obstacles or set obstacles) to determine which preset obstacle's attribute information matches (or corresponds to) the attribute information of the first obstacle. For example, the attribute information of the first obstacle matches the attribute information of the first preset obstacle. Then, the vehicle control device can determine the speed threshold corresponding to the first preset obstacle based on the first mapping relationship and the first preset obstacle, that is, determine the speed threshold corresponding to the first obstacle.

[0121] The first mapping relationship may include the mapping relationship between P preset obstacles and Q speed thresholds. The P preset obstacles may include first preset obstacles. The Q speed thresholds may include the speed thresholds corresponding to the first preset obstacles. P and Q are positive integers. Optionally, P and Q may be equal, or they may not be equal.

[0122] For example, the preset obstacles may include, but are not limited to, road barriers, potholes, sloping potholes a1 and a2, trapezoidal potholes, or curb platforms (or curb platforms). Each of these preset obstacles has attribute information. For example, the attribute information of each preset obstacle may include size parameters (or dimensions), as detailed in Table 1 below. It is understood that Table 1 is merely a simple example, used to illustrate the technical solutions in the embodiments of this application, and does not constitute a limitation on the technical solutions in the embodiments of this application.

[0123] Table 1

[0124] To facilitate understanding of the roadblocks shown in Table 1 above, a schematic diagram illustrating their structure is provided below. Please refer to Figure 4a for the roadblock shown. The roadblock in Figure 4a has a height of 100mm and a width of 100mm.

[0125] To facilitate understanding of the square pit shown in Table 1 above, a schematic diagram is provided below to illustrate its structure. Please refer to Figure 4b for the square pit shown. The square pit shown in Figure 4b has a depth of 100 mm and a width of 770 mm.

[0126] To facilitate understanding of the sloping pit a1 shown in Table 1 above, a schematic diagram is provided below to illustrate the structure of the sloping pit a1. Please refer to Figure 4c for the sloping pit a1 shown. The sloping pit a1 shown in Figure 4c has a depth of 120 mm and a width of 1400 mm.

[0127] To facilitate understanding of the sloping pit a2 shown in Table 1 above, a schematic diagram is provided below to illustrate the structure of the sloping pit a2. Please refer to Figure 4d for the sloping pit a2 shown. The sloping pit a2 shown in Figure 4d has a depth of 114 mm and a width of 2700 mm.

[0128] To facilitate understanding of the trapezoidal pit shown in Table 1 above, a schematic diagram illustrating its structure is provided below. Please refer to Figure 4e for the trapezoidal pit shown. The trapezoidal pit shown in Figure 4e has a depth of 55 mm and a width of 600 mm.

[0129] To facilitate understanding of the curbstone platform shown in Table 1 above, a schematic diagram illustrating its structure is provided below. Please refer to Figure 4f for the curbstone platform shown. The curbstone platform shown in Figure 4f has a height ranging from 100mm to 180mm and a width of 6000mm.

[0130] For example, when the curb platform includes curbstone b1, the dimensions of curbstone b1 include: a height of 120mm and a width greater than or equal to 6000mm. When the curb platform includes curbstone b2, the dimensions of curbstone b2 include: a height of 140mm and a width greater than or equal to 6000mm.

[0131] In this embodiment, the speed threshold corresponding to the preset obstacle can be divided into two forms. One form is the speed threshold corresponding to the preset obstacle when the first vehicle is moving forward. The other form is the speed threshold corresponding to the preset obstacle when the first vehicle is moving in reverse.

[0132] For example, when the first vehicle is traveling in a forward direction, the speed thresholds corresponding to the aforementioned preset obstacles can be found in Table 2. It is understood that Table 2 is merely a simple example, intended to facilitate the illustration of the technical solutions in this application's embodiments, and does not constitute a limitation on the technical solutions in this application's embodiments. Optionally, the preset obstacles shown in Table 2 may also correspond to other speed thresholds when the first vehicle is traveling forward, as long as the corresponding speed thresholds meet safety requirements.

[0133] Table 2

[0134] Optionally, the speed threshold corresponding to each preset obstacle shown in Table 2 above may correspond to the type of the preset obstacle, or it may correspond to the size of the preset obstacle, or it may correspond to other attribute information of the preset obstacle. This application embodiment does not limit this.

[0135] For example, when the first vehicle is traveling in reverse, the speed thresholds corresponding to the aforementioned preset obstacles can be found in Table 3. It is understood that Table 3 is merely a simple example for illustrating the technical solutions in this application and does not constitute a limitation on the technical solutions in this application. Optionally, the preset obstacles shown in Table 3 may also correspond to other speed thresholds when the first vehicle is reversing, as long as the corresponding speed thresholds meet safety requirements. Alternatively, the speed thresholds corresponding to the preset obstacles shown in Table 3 when the first vehicle is reversing may also be different, as long as the speed threshold corresponding to the preset obstacle allows for safe passage through the preset obstacle.

[0136] Table 3

[0137] Optionally, the speed threshold corresponding to each preset obstacle shown in Table 3 above may correspond to the type of the preset obstacle, or it may correspond to the size of the preset obstacle, or it may correspond to other attribute information of the preset obstacle. This application embodiment does not limit this.

[0138] Optionally, if the attribute information of the first obstacle matches the attribute information of the first preset obstacle, the vehicle control device can also obtain the driving speed of the first vehicle and determine whether the driving speed of the first vehicle is greater than the set speed. If the driving speed of the first vehicle is greater than the set speed, the vehicle control device can control the vehicle to pass through the first obstacle at a first speed or control the vehicle to stop, based on the speed threshold corresponding to the first obstacle. The first speed is less than or equal to the speed threshold corresponding to the first obstacle.

[0139] Optionally, if the attribute information of the first obstacle matches the attribute information of the first preset obstacle, or if the speed of the first vehicle exceeds a set speed, the vehicle control device may control the vehicle's in-vehicle display device to display the first prompt information, or it may control the vehicle's in-vehicle voice device to output the first voice information. The first prompt information or the first voice information may be used to alert the driver of the first vehicle that an obstacle exists on the vehicle's path and request assistance.

[0140] In one possible implementation, if the attribute information of the first obstacle does not match the attribute information of any of the P preset obstacles, the vehicle control device can prompt the driver of the first vehicle to intervene. For example, the vehicle control device can control the vehicle's in-vehicle display to show a second prompt message, or it can control the vehicle's in-vehicle voice device to output a second voice message. The second prompt message or the second voice message can be used to inform the driver of the first vehicle that there is an obstacle in the vehicle's driving route and that intervention is necessary. For example, the driver of the first vehicle can intervene by controlling the vehicle to stop, or by controlling the vehicle to decelerate and change lanes.

[0141] In another possible implementation, if the attribute information of the first obstacle does not match the attribute information of any of the P preset obstacles, the vehicle control device can determine whether there is a collapsed area (such as a road collapse or bridge collapse) in front of the first vehicle. If there is a collapsed area in front of the first vehicle, the vehicle control device can control the first vehicle to stop. For example, the vehicle control device can send a fifth command to the braking unit of the first vehicle. This fifth command instructs the first vehicle to be brought to a stop before or when it reaches the collapsed area. Upon receiving the fifth command, the braking unit of the first vehicle can control the first vehicle to stop accordingly.

[0142] Method C2: The vehicle control device can input the attribute information of the first obstacle into the second model to obtain the speed threshold.

[0143] The second model can be used to describe the correspondence between the attribute information of obstacles and the speed threshold.

[0144] For example, the vehicle control device can input the attribute information of the first obstacle into a trained second model to extract at least one obstacle feature. Then, the vehicle control device can compare the extracted obstacle feature with preset obstacle features to determine the preset obstacle corresponding to the first obstacle, such as the first obstacle corresponding to preset obstacle n1. Next, the vehicle control device can determine the speed threshold corresponding to preset obstacle n1, which is also the speed threshold corresponding to the first obstacle, based on a second mapping relationship and preset obstacle n1. The second mapping relationship can include the mapping relationship between M preset obstacles and N speed thresholds. The M preset obstacles can include preset obstacle n1. The N speed thresholds can include the speed threshold corresponding to preset obstacle n1. M and N are positive integers. Optionally, M and N can be equal, or they can be unequal.

[0145] The following section uses the training of a second model on a computing device (e.g., computing device u) as an example to illustrate the training process of the second model. Optionally, when training this second model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, deep learning, and other machine learning algorithms.

[0146] For example, the computing device u could be a vehicle control unit or other devices. After acquiring the third training sample set, the computing device u can input the third training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining a trained second model. The third training sample set may include attribute information of multiple obstacles with pre-labeled key obstacle features.

[0147] For example, the vehicle control device can input the attribute information of the first obstacle into a trained second model to obtain the speed threshold corresponding to the first obstacle. Optionally, the second model can be obtained by training a large AI model (such as a neural network) using the attribute information of multiple obstacles with pre-labeled speed thresholds corresponding to the obstacles.

[0148] The following section uses the training of a second model on a computing device (e.g., computing device u) as an example to illustrate the training process of the second model. Optionally, when training this second model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, deep learning, and other machine learning algorithms.

[0149] For example, the computing device u could be a vehicle control unit or other devices. After acquiring the fourth training sample set, the computing device u can input the fourth training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining the trained second model. The fourth training sample set may include the attribute information of obstacles and the corresponding speed thresholds for those obstacles.

[0150] Method C3: The vehicle control device can input sensor information into the third model to obtain the speed threshold.

[0151] The third model can be used to describe the correspondence between sensor information and speed threshold.

[0152] For example, after acquiring sensor information, the vehicle control device can input this information into a trained third model to extract features of at least one obstacle. Then, the vehicle control device can compare the extracted features of at least one obstacle with preset obstacle features to determine the preset obstacle corresponding to the first obstacle, for example, the first obstacle corresponds to preset obstacle n1. Then, based on a second mapping relationship and preset obstacle n1, the vehicle control device can determine the speed threshold corresponding to preset obstacle n1, which is also the speed threshold corresponding to the first obstacle.

[0153] The following example uses a computing device (e.g., computing device u) to train and generate a third model to illustrate the training process of the third model. Optionally, when training this third model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, deep learning, and other machine learning algorithms.

[0154] For example, the computing device u can be a vehicle control device or other devices. After acquiring the first training sample set, the computing device u can input the first training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining the trained third model. The first training sample set may include multiple sensor information pre-labeled with key obstacle features.

[0155] For example, after acquiring sensor information, the vehicle control device can input this information into a trained third model to obtain the speed threshold corresponding to the first obstacle. Optionally, the third model can be obtained by training a large AI model (such as a neural network) using sensor information from multiple sensors that have been pre-labeled with the speed thresholds corresponding to obstacles.

[0156] The following section uses the training of a second model on a computing device (e.g., computing device u) as an example to illustrate the training process of the second model. Optionally, when training the third model, one or more machine learning algorithms can be used to achieve equivalent or similar functions, such as convolutional neural networks, reinforcement learning, deep learning, and other machine learning algorithms.

[0157] For example, the computing device u could be a vehicle control unit or other devices. After acquiring the fifth training sample set, the computing device u can input the fifth training sample set into the initial neural network for training (or iterative training) until the initial neural network converges or meets the training requirement, thus obtaining the trained third model. The fifth training sample set may include sensor information and the corresponding speed thresholds.

[0158] Step 303: The vehicle control device controls the first vehicle to pass through the first obstacle at a first speed, or controls the first vehicle to stop.

[0159] Wherein, the first speed is less than or equal to the speed threshold corresponding to the first obstacle.

[0160] In one possible implementation, if the vehicle control device needs to control the first vehicle to pass through the first obstacle at a first speed, the vehicle control device can control the first vehicle to pass through the first obstacle at a first speed if one of the following conditions is met.

[0161] Condition d1: The driver of the first vehicle performs the first operation.

[0162] The first operation describes the driver of the first vehicle applying the brakes.

[0163] In this embodiment of the application, when the vehicle control device detects that the driver of the first vehicle is performing a first operation, it can control the first vehicle to pass through the first obstacle at a first speed.

[0164] In one possible implementation, the vehicle control device can acquire the travel information of the brake pedal of the first vehicle. Then, based on the brake pedal travel information, the vehicle control device can determine the depth (or opening) of the brake pedal. Next, based on the depth of the brake pedal, the vehicle control device can determine whether the driver of the first vehicle has applied the brakes. For example, if it is determined that the driver of the first vehicle has applied the brakes, the vehicle control device can control the first vehicle to pass through the first obstacle at a first speed.

[0165] For example, when the brake pedal is depressed to a depth greater than or equal to a first threshold, the vehicle control unit can determine that the driver of the first vehicle has applied the brakes. When the brake pedal is depressed to a depth less than the first threshold, the vehicle control unit can determine that the driver of the first vehicle has not applied the brakes.

[0166] Condition d2: The driver of the first vehicle performs the second operation.

[0167] The second operation describes the driver of the first vehicle not applying the brakes.

[0168] Optionally, the driver of the first vehicle performing the second operation may further include: the driver of the first vehicle performing the second operation, and the first vehicle not having the ability to avoid the first obstacle within the lane.

[0169] In one example, if the vehicle control unit detects that the driver of the first vehicle is performing a second operation, it can control the first vehicle to pass through the first obstacle at a first speed.

[0170] For example, when the brake pedal is depressed to a depth less than a first threshold, the vehicle control unit can determine that the driver of the first vehicle has not applied the brakes. Then, the vehicle control unit can control the first vehicle to pass through the first obstacle at a first speed.

[0171] In another example, if the vehicle control device detects that the driver of the first vehicle is performing a second operation and the first vehicle does not have the ability to avoid the first obstacle within the lane, it can control the first vehicle to pass through the first obstacle at a first speed.

[0172] For example, if the brake pedal is depressed to a depth less than a first threshold, and if the first vehicle does not have the ability to avoid the first obstacle within the lane, the vehicle control device can control the first vehicle to pass through the first obstacle at a first speed.

[0173] For example, the vehicle control unit can determine the distance between the first obstacle and the lane lines on either side (or both sides) of the lane where the first vehicle is located. Then, the vehicle control unit can determine whether the distance between the lane line on either side and the first obstacle is greater than or equal to the width of the first vehicle. If the distance between the lane line on one side and the first obstacle is less than the width of the first vehicle, the vehicle control unit can determine that the first vehicle does not have the ability to avoid the first obstacle within the lane. If the distance between the lane line on that side and the first obstacle is greater than or equal to the width of the first vehicle, the vehicle control unit can determine that the first vehicle has the ability to avoid the first obstacle within the lane.

[0174] The following describes the process of a vehicle control device controlling a first vehicle to pass through a first obstacle at a first speed through several possible implementation methods.

[0175] Method f1: The vehicle control device can send a first command to the braking unit of the first vehicle. This first command can instruct the first vehicle to adjust its speed to a first speed before or upon reaching the first obstacle. Upon receiving the first command, the braking unit of the first vehicle can adjust its speed to the first speed accordingly. Then, the first vehicle can pass through the first obstacle at the first speed.

[0176] Method f2: The vehicle control device may send a second command to the braking unit of the first vehicle. The second command may include a target deceleration. The target deceleration can be used to adjust the speed of the first vehicle to a first speed before or when the first vehicle reaches the first obstacle. Then, upon receiving the second command, the braking unit of the first vehicle can adjust the speed of the first vehicle to the first speed before or when it reaches the first obstacle, based on the target deceleration included in the second command. The first vehicle can then pass through the first obstacle at the first speed.

[0177] For example, the target deceleration in method f2 can be determined by the vehicle control device based on the current speed of the first vehicle, the distance between the first vehicle and the first obstacle, and the first speed.

[0178] Optionally, for either method f1 or method f2, the vehicle control device may send a third command to the braking unit of the first vehicle before or when the first vehicle reaches the first obstacle. This third command may instruct the braking unit of the first vehicle to be in a brake-released state during the passage of the first vehicle over the first obstacle, or it may instruct the braking unit of the first vehicle to return to (or restore) its pre-intervention state before the first vehicle passes the first obstacle. After receiving the third command, the braking unit of the first vehicle may, according to the third command, be in a brake-released state during the passage of the first vehicle over the first obstacle. Alternatively, the braking unit of the first vehicle may also return to its pre-intervention state before the first vehicle passes the first obstacle.

[0179] In another possible implementation, if the vehicle control device needs to control the first vehicle to stop, the vehicle control device can control the first vehicle to stop if one of the following conditions is met.

[0180] Condition g1: The velocity threshold is 0.

[0181] In one example, if the vehicle control unit cannot determine the speed threshold based on the attribute information of the first obstacle (which can be understood as the first obstacle not matching any preset obstacle), the speed threshold can be 0.

[0182] In another example, if there is a collapsed area in front of the first vehicle, the speed threshold can also be 0. Understandably, in this example, if there is a collapsed area in front of the first vehicle, the first vehicle may be unable to pass, and therefore the first vehicle needs to stop, so the speed threshold is also 0.

[0183] Condition g2: Determine that the first vehicle cannot pass the first obstacle.

[0184] In one possible implementation, the vehicle control device can determine that the first vehicle cannot pass the first obstacle based on the attribute information of the first obstacle. For example, if the attribute information of the first obstacle includes the size of the first obstacle, and the size of the first obstacle is greater than a set size (e.g., the depth or height of the first obstacle is greater than a set depth, and / or the width of the first obstacle is greater than a set width), then the vehicle control device can determine that the first vehicle cannot pass the first obstacle.

[0185] The following describes the process of how the vehicle control device controls the first vehicle to brake to a stop through several possible implementation methods.

[0186] Method h1: The vehicle control device can send a fourth command to the braking unit of the first vehicle. This fourth command can instruct the first vehicle to be brought to a stop before or upon reaching the area containing the first obstacle. Subsequently, upon receiving the fourth command, the braking unit of the first vehicle can, according to the fourth command, control the first vehicle to be brought to a stop before or upon reaching the area containing the first obstacle.

[0187] Optionally, the fourth instruction can also be used to instruct the first vehicle to adjust its speed to 0 before or when it reaches the area where the first obstacle is located. Upon receiving the fourth instruction, the braking unit of the first vehicle can adjust its speed to 0 before or when it reaches the area where the first obstacle is located.

[0188] Method h2: The vehicle control device can send a sixth command to the braking unit of the first vehicle. This sixth command may include a target deceleration, such as a target deceleration z1. This target deceleration can be used to adjust the speed of the first vehicle to 0 before or when the first vehicle reaches the area where the first obstacle is located. After receiving the sixth command, the braking unit of the first vehicle can adjust the speed of the first vehicle to 0 before or when the first vehicle reaches the area where the first obstacle is located, based on the target deceleration included in the sixth command.

[0189] For example, the target deceleration in method h2 can be determined by the vehicle control device based on the current speed of the first vehicle, the distance between the first vehicle and the area where the first obstacle is located, and the speed 0.

[0190] Optionally, after the vehicle control device determines the speed threshold based on the attribute information of the first obstacle, or after the vehicle control device determines that the first obstacle matches a preset obstacle based on the attribute information of the first obstacle, the vehicle control device can also control the first vehicle to avoid the first obstacle to achieve safe passage of the first vehicle. This can effectively prevent the first vehicle from colliding with the first obstacle and help avoid damage to the first vehicle due to encountering the first obstacle (such as avoiding damage to the chassis of the first vehicle during the passage of the first obstacle), thereby ensuring vehicle safety.

[0191] For example, if the vehicle control device needs to control the first vehicle to avoid the first obstacle, the vehicle control device may control the first vehicle to avoid the first obstacle if one of the following conditions is met.

[0192] Condition p1: The driver of the first vehicle performs the second operation.

[0193] The second operation describes the driver of the first vehicle not applying the brakes.

[0194] For example, when the brake pedal is depressed to a depth less than a first threshold, the vehicle control unit can determine that the driver of the first vehicle has not applied the brakes. The vehicle control unit can then control the first vehicle to avoid the first obstacle.

[0195] Condition p2: The first vehicle has the ability to avoid the first obstacle within the lane.

[0196] For example, if the first vehicle has the ability to avoid the first obstacle within its lane, the vehicle control device can control the first vehicle to avoid the first obstacle. By enabling the first vehicle to avoid the first obstacle within its lane, the impact on the driver can be minimized, and the driver's perception can be minimized. The description of whether the first vehicle has the ability to avoid the first obstacle within its lane can be found in the relevant introduction in condition d2 above, and will not be repeated here.

[0197] Condition p3: The driver of the first vehicle performs the second operation, and the first vehicle has the ability to avoid the first obstacle within the lane.

[0198] For example, if the brake pedal is depressed to a depth less than a first threshold, and the first vehicle has the ability to avoid the first obstacle within its lane, the vehicle control device can control the first vehicle to avoid the first obstacle. By enabling the first vehicle to avoid the first obstacle within its lane, it is possible to minimize the impact on the driver and minimize the driver's awareness of the obstacle.

[0199] If the first vehicle lacks the ability to avoid the first obstacle within the lane, the vehicle control device can control the first vehicle to pass through the first obstacle at a first speed. Understandably, the process by which the vehicle control device controls the first vehicle to pass through the first obstacle at the first speed can refer to the methods f1 or f2 described above, and will not be repeated here. Optionally, in this case, the vehicle control device can also send a third command to the braking unit of the first vehicle. The third command can instruct the braking unit of the first vehicle to be in a brake-released state during the passage of the first obstacle, or it can instruct the braking unit of the first vehicle to return to the pre-intervention state before the first vehicle passes the first obstacle. After receiving the third command, the braking unit of the first vehicle can, according to the third command, be in a brake-released state during the passage of the first obstacle. Alternatively, the braking unit of the first vehicle can also return to the pre-intervention state before the first vehicle passes the first obstacle.

[0200] Optionally, if the attribute information of the first obstacle matches the attribute information of the first preset obstacle, the vehicle control device can also obtain the driving speed of the first vehicle and determine whether the driving speed of the first vehicle is greater than the set speed. If the driving speed of the first vehicle is greater than the set speed, the vehicle control device can control the first vehicle to avoid the first obstacle when the driver of the first vehicle performs the second operation. Alternatively, the vehicle control device can also control the first vehicle to avoid the first obstacle if the first vehicle has the ability to avoid the first obstacle within the lane. Or, the vehicle control device can also control the first vehicle to avoid the first obstacle if the driver of the first vehicle performs the second operation and the first vehicle has the ability to avoid the first obstacle within the lane.

[0201] The following describes the process of how a vehicle control device controls a first vehicle to avoid a first obstacle through several possible implementation methods.

[0202] Method k1: The vehicle control device can send a seventh command to the steering unit of the first vehicle. This seventh command can instruct the steering wheel angle of the first vehicle to be adjusted to a first angle before or when the first vehicle reaches the first obstacle. The first angle is the angle at which the first vehicle avoids (or successfully avoids or safely avoids) the first obstacle. After receiving the seventh command, the steering unit of the first vehicle can adjust the steering wheel angle to the first angle before or when the first vehicle reaches the first obstacle. Then, the first vehicle can avoid the first obstacle at the first angle. In other words, the first vehicle passes (or drives past) the first obstacle at the first angle.

[0203] Method k2: The vehicle control device can send an eighth command to the steering unit of the first vehicle. This eighth command may include a steering wheel angle adjustment amount. This steering wheel angle adjustment amount can be used by the steering unit to adjust the steering wheel angle of the first vehicle to a first angle before or when the first vehicle reaches the first obstacle. After receiving the eighth command, the steering unit of the first vehicle can adjust the steering wheel angle of the first vehicle to the first angle before or when the first vehicle reaches the first obstacle, according to the steering wheel angle adjustment amount included in the eighth command. Then, the first vehicle can avoid the first obstacle at the first angle.

[0204] For example, the steering wheel angle adjustment amount in method k2 can be determined by the vehicle control device based on the location of the first vehicle, the driving direction of the first vehicle, the size of the first obstacle, and the location of the first obstacle.

[0205] As can be seen from steps 301 to 303 above, when the vehicle control device determines that there is a first obstacle on the driving path of the first vehicle based on sensor information, it can further determine a speed threshold based on the attribute information of the first obstacle. This speed threshold is matched with the first obstacle, thus facilitating the vehicle control device to effectively determine a speed (which is less than or equal to the speed threshold) to allow the first vehicle to safely pass through the first obstacle. In this way, the method ensures that the first vehicle passes through the first obstacle within a safe speed range, helps reduce the safety risks of the first vehicle encountering misuse conditions (such as the first obstacle), and meets the design requirements of the vehicle chassis components, effectively preventing damage to the vehicle due to misuse conditions, thereby effectively ensuring vehicle safety and the safety of the vehicle user. Optionally, if the vehicle control device determines that there is a first obstacle on the first vehicle's driving path based on sensor information, or if the vehicle control device is unable to control the first vehicle to safely pass through the first obstacle, the vehicle control device can also control the first vehicle to stop. This helps to avoid a collision between the first vehicle and the first obstacle, effectively preventing damage to the vehicle due to misuse conditions, thereby ensuring vehicle safety and the safety of the vehicle user.

[0206] It should be noted that in the description of this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, "at least one of A, B, and C" includes A, B, C, AB, AC, BC, or ABC. Furthermore, unless otherwise specified, the ordinal numbers "first," "second," "third," etc., mentioned in the embodiments of this application are used to distinguish multiple objects and are not used to limit the order, sequence, priority, or importance of multiple objects. In addition, the terms "including," "comprising," "having," and their variations appearing in this application all mean "including but not limited to," unless otherwise specifically emphasized.

[0207] Furthermore, it should be noted that each step in the above embodiments can be executed by the corresponding device, or by components such as chips, processors, or chip systems within that device. This application does not limit the scope of these steps. The above embodiments are only illustrated by examples of execution by the corresponding device.

[0208] It should be noted that in the above embodiments, some steps may be selected for implementation, and the order of the steps in the figures may be adjusted. This application does not limit this. It should be understood that performing some of the steps in the figures, adjusting the order of the steps, or combining them in a specific implementation all fall within the protection scope of this application.

[0209] It is understood that, in order to achieve the functions described in the above embodiments, each device involved in the above embodiments includes a hardware structure and / or software module corresponding to perform each function. Those skilled in the art should readily recognize that, based on the units and method steps of the various examples described in conjunction with the embodiments disclosed in this application, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0210] It should be noted that the "steps" in the embodiments of this application are merely illustrative and are intended to better understand one method of presentation used in the embodiments. They do not constitute a substantial limitation on the execution of the solution of this application. For example, the "step" can also be understood as a "feature". Furthermore, the steps do not constitute any limitation on the execution order of the solution of this application. Any changes to the order of steps, or the merging or splitting of steps made on this basis without affecting the overall solution implementation, resulting in a new technical solution, are also within the scope of disclosure of this application.

[0211] The following are schematic diagrams of possible vehicle control devices provided in embodiments of this application. These vehicle control devices can be used to implement the functions of the vehicle control devices in the above method embodiments, and thus can also achieve the beneficial effects of the above method embodiments. For example, the vehicle control device can be a vehicle as shown in Figure 1 or Figure 2, or it can be a module or functional element (such as a control unit, processing unit, processor, or chip, etc.) installed in the vehicle, which has the function of implementing the vehicle control method executed by the vehicle control device in the above method embodiments. For example, the module or functional element can be a VCU or MDC, etc.

[0212] As shown in Figure 5, the vehicle control device 500 includes a transceiver module 510 (or a communication module or transceiver unit, used for sending and receiving data) and a processing module 520 (or a processing unit). The vehicle control device 500 implements the functions of the vehicle control device in the method embodiment shown in Figure 3. For example, the transceiver module 510 can perform the receiving and sending actions performed by the vehicle control device in the method embodiment. The processing module 520 can perform other actions besides the sending and receiving actions performed by the vehicle control device in the method embodiment.

[0213] Optionally, the transceiver module 510 may include a receiving module and / or a transmitting module. The receiving module can be used by the vehicle control device 500 to receive signals (or information or data, etc.); the transmitting module can be used by the vehicle control device 500 to transmit signals (or information or data, etc.). The transmitting module can transmit signals (or information or data, etc.) under the control of the processing module 520, and the receiving module can receive signals (or information or data, etc.) under the control of the processing module 520.

[0214] When the vehicle control device 500 is used to implement the functions of the vehicle control device in the method embodiment shown in FIG3 above: the transceiver module 510 is used to acquire sensor information. The sensor information can be used to determine that a first obstacle exists on the driving path of the first vehicle. The sensor information can also be used to determine the attribute information of the first obstacle. The attribute information of the first obstacle may include at least one of the type and size of the first obstacle. The processing module 520 is used to determine a speed threshold based on the attribute information of the first obstacle. The processing module 520 is also used to control the first vehicle to pass through the first obstacle at a first speed, or to control the first vehicle to brake to a stop. The first speed is less than or equal to the speed threshold.

[0215] For a more detailed description of the transceiver module 510 and the processing module 520, please refer to the relevant description in the method embodiment shown in Figure 3 above, which will not be repeated here.

[0216] It should be understood that the transceiver module 510 in the embodiments of this application can be implemented by an interface circuit (or communication interface or transceiver) or interface circuit-related circuit components, and the processing module 520 can be implemented by a processor or processor-related circuit components.

[0217] It should be noted that the module division in the embodiments of this application is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical entities, or have two or more units integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0218] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, or a server, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0219] Based on the same concept, this application embodiment also provides a possible vehicle control device, which is used to implement the technical solution involved in the vehicle control device in the method embodiment shown in FIG3 above, and thus can also achieve the beneficial effects of the vehicle control device in the method embodiment shown in FIG3 above.

[0220] Referring to Figure 6, the vehicle control device 600 shown in Figure 6 includes an interface circuit 610 and a processor 620. The processor 620 and the interface circuit 610 are coupled to each other. It is understood that the interface circuit 610 can be a transceiver or an input / output interface. The input / output interface is used for inputting and / or outputting information; output can be understood as sending, and input can be understood as receiving. Optionally, the vehicle control device 600 may further include a memory 630 for storing instructions executed by the processor 620, or storing input data required by the processor 620 to execute instructions, or storing data generated after the processor 620 executes instructions.

[0221] When the vehicle control device 600 implements the method embodiment shown in FIG3, the processor 620 implements the functions of the processing module 520, and the interface circuit 610 implements the functions of the transceiver module 510. The processor 620 can be a central processing unit (CPU), a network processor (NP), or a combination of a CPU and an NP, etc. The processor 620 may further include a hardware chip. This hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. The processor 620 can implement the above functions through hardware, or it can implement them by executing corresponding software.

[0222] Based on the same concept, this application also provides a vehicle, which may include a vehicle control device. The vehicle control device is used to implement the technical solutions related to the vehicle control device in the above method embodiments.

[0223] Based on the same concept, this application also provides a computer program product, which includes a computer program or instructions that, when run on a computer, cause the computer to perform the methods provided in the above embodiments.

[0224] Based on the same concept, embodiments of this application also provide a computer-readable storage medium storing a computer program or instructions, which, when executed by a computer, causes the computer to perform the methods provided in the above embodiments.

[0225] The storage medium can be any available medium that a computer can access. For example, but not limited to, a computer-readable medium can include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.

[0226] Based on the same concept, embodiments of this application also provide a chip, which may include a processor and a memory (or the chip may be coupled to the memory). The chip executes program instructions in the memory to perform the methods provided in the above embodiments. Here, "coupling" refers to two components being directly or indirectly connected to each other; for example, coupling can refer to an electrical connection between two components.

[0227] Based on the same concept, embodiments of this application also provide a chip system, which includes a processor for supporting a computer device in implementing the functions involved in the vehicle control device in the above embodiments. In one possible implementation, the chip system further includes a memory for storing necessary programs and data of the computer device. This chip system may be composed of chips or may include chips and other discrete devices.

[0228] The methods provided in this application can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., high-density digital video discs (DVDs)), or semiconductor media (e.g., solid-state drives (SSDs)).

[0229] The steps of the methods described in the embodiments of this application can be directly embedded in hardware, a software unit executed by a processor, or a combination of both. The software unit can be stored in RAM, ROM, EEPROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium in the art. Exemplarily, the storage medium can be connected to the processor so that the processor can read information from the storage medium and write information to the storage medium. Optionally, the storage medium can also be integrated into the processor. The processor and the storage medium can be housed in an ASIC.

[0230] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0231] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0232] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A vehicle control method characterized by, include: Acquire sensor information, the sensor information being used to determine that there is a first obstacle on the driving route of the first vehicle, the sensor information also being used to determine the attribute information of the first obstacle, the attribute information of the first obstacle including at least one of the type and size of the first obstacle; Determine the speed threshold based on the attribute information of the first obstacle; Control the first vehicle to pass through the first obstacle at a first speed, where the first speed is less than or equal to the speed threshold; or... Control the first vehicle to bring it to a stop.

2. The method of claim 1, wherein, The first vehicle is controlled to pass through the first obstacle at a first speed if one of the following conditions is met: The driver of the first vehicle performs a first operation, which describes the driver of the first vehicle pressing the brake. or, The driver of the first vehicle performs a second operation, which describes that the driver of the first vehicle has not applied the brakes.

3. The method of claim 2, wherein, The driver of the first vehicle performs a second operation, including: The driver of the first vehicle performs the second operation, and the first vehicle does not have the ability to avoid the first obstacle within the lane.

4. The method according to any one of claims 1 to 3, characterized in that, Controlling the first vehicle to pass through the first obstacle at a first speed includes: Send a first command to the braking unit of the first vehicle, the first command instructing the first vehicle to adjust its speed to the first speed before or when it reaches the first obstacle; or, A second command is sent to the braking unit, the second command including a target deceleration, the target deceleration being used to adjust the speed of the first vehicle to the first speed before the first vehicle reaches the first obstacle or when the first vehicle reaches the first obstacle.

5. The method of claim 4, wherein, The method further includes, either before or when the first vehicle reaches the first obstacle: A third command is sent to the braking unit, the third command being used to instruct the braking unit to be in a brake-released state during the process of the first vehicle passing the first obstacle.

6. The method according to any one of claims 1 to 5, wherein, The method further includes: Control the on-board display device of the first vehicle to display the first prompt message; or, Control the vehicle's onboard voice device to output the first voice information; The first prompt message or the first voice message is used to inform the driver of the first vehicle that there is an obstacle on the first vehicle's driving route and request assistance.

7. The method according to any one of claims 1 to 6, wherein The method further includes: Obtain the sensor information; The sensor information is input into the first model to obtain the attribute information of the first obstacle. The first model is used to describe the correspondence between the sensor information and the attribute information of the obstacle.

8. The method according to any one of claims 1 to 7, wherein, The method further includes: Obtain the attribute information of the first obstacle; The attribute information of the first obstacle is input into the second model to obtain the speed threshold. The second model is used to describe the correspondence between the attribute information of the obstacle and the speed threshold.

9. The method according to any one of claims 1 to 6, wherein, The method further includes: Obtain the sensor information; The sensor information is input into the third model to obtain the speed threshold. The third model is used to describe the correspondence between the sensor information and the speed threshold.

10. The method of claim 1, wherein, The first vehicle shall be brought to a stop if one of the following conditions is met: The speed threshold is 0; or, It is determined that the first vehicle cannot pass the first obstacle.

11. The method of claim 1 or 10, wherein, Controlling the first vehicle to come to a stop includes: A fourth command is sent to the braking unit of the first vehicle, the fourth command being used to instruct the first vehicle to be brought to a stop before or when the first vehicle reaches the area where the first obstacle is located.

12. A vehicle control device characterized by comprising: Includes a send / receive module and a processing module; The transceiver module is used to acquire sensor information, which is used to determine that there is a first obstacle on the driving route of the first vehicle. The sensor information is also used to determine the attribute information of the first obstacle, which includes at least one of the type and size of the first obstacle. The processing module is used to determine a speed threshold based on the attribute information of the first obstacle; The processing module is further configured to control the first vehicle to pass through the first obstacle at a first speed, wherein the first speed is less than or equal to the speed threshold; or... Control the first vehicle to bring it to a stop.

13. The apparatus of claim 12, wherein, The processing module is specifically configured to control the first vehicle to pass through the first obstacle at a first speed if one of the following conditions is met: The driver of the first vehicle performs a first operation, which describes the driver of the first vehicle pressing the brake. or, The driver of the first vehicle performs a second operation, which describes that the driver of the first vehicle has not applied the brakes.

14. The apparatus of claim 13, wherein, The driver of the first vehicle performs a second operation, including: The driver of the first vehicle performs the second operation, and the first vehicle does not have the ability to avoid the first obstacle within the lane.

15. The apparatus of any one of claims 12-14, wherein, When the processing module controls the first vehicle to pass through the first obstacle at a first speed, it is specifically used for: A first command is sent to the braking unit of the first vehicle, the first command instructing the first vehicle to adjust its speed to the first speed before or when it reaches the first obstacle; or, A second command is sent to the braking unit, the second command including a target deceleration, the target deceleration being used to adjust the speed of the first vehicle to the first speed before the first vehicle reaches the first obstacle or when the first vehicle reaches the first obstacle.

16. The apparatus of claim 15, wherein, Before the first vehicle reaches the first obstacle or when the first vehicle reaches the first obstacle, the processing module is further configured to: A third command is sent to the braking unit, the third command being used to instruct the braking unit to be in a brake-released state during the process of the first vehicle passing the first obstacle.

17. The apparatus of any one of claims 12-16, wherein, The processing module is also used for: Control the on-board display device of the first vehicle to display the first prompt message; or, Control the vehicle's onboard voice device to output the first voice information; The first prompt message or the first voice message is used to inform the driver of the first vehicle that there is an obstacle on the first vehicle's driving route and request assistance.

18. The apparatus of any one of claims 12-17, wherein, The processing module is also used for: Obtain the sensor information; The sensor information is input into the first model to obtain the attribute information of the first obstacle. The first model is used to describe the correspondence between the sensor information and the attribute information of the obstacle.

19. The apparatus of any one of claims 12-18, wherein, The processing module is also used for: Obtain the attribute information of the first obstacle; The attribute information of the first obstacle is input into the second model to obtain the speed threshold. The second model is used to describe the correspondence between the attribute information of the obstacle and the speed threshold.

20. The apparatus of any one of claims 12-17, wherein, The processing module is also used for: Obtain the sensor information; The sensor information is input into the third model to obtain the speed threshold. The third model is used to describe the correspondence between the sensor information and the speed threshold.

21. The apparatus of claim 12, wherein, The processing module is specifically used to control the first vehicle to brake to a stop under one of the following conditions: The speed threshold is 0; or, It is determined that the first vehicle cannot pass the first obstacle.

22. The apparatus of claim 12 or 21, wherein, When the processing module controls the first vehicle to come to a stop, it is specifically used for: A fourth command is sent to the braking unit of the first vehicle, the fourth command being used to instruct the first vehicle to be brought to a stop before or when the first vehicle reaches the area where the first obstacle is located.

23. A vehicle control device characterized by comprising: Includes processor and interface circuitry; The interface circuit is used to receive signals from other communication devices and transmit them to the processor, or to send signals from the processor to other communication devices. The processor is configured to implement the method as described in any one of claims 1-11 via logic circuits or by executing code instructions.

24. A vehicle characterized by comprising: It includes the vehicle control device as described in any one of claims 12-22, or the vehicle control device as described in claim 23.

25. A computer readable storage medium, characterized in that, The computer-readable storage medium stores a computer program or instructions that, when executed by a computer, cause the method as described in any one of claims 1-11 to be implemented.

26. A computer program product, characterised in that, The computer program product includes a computer program or instructions that, when executed on a computer, cause the method as described in any one of claims 1-11 to be implemented.

27. A chip, characterized by The chip includes a processor coupled to a memory, the processor being configured to execute a computer program or instructions stored in the memory to implement the method as described in any one of claims 1-11.

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