Control method and apparatus, and vehicle

Abstract

A control method and apparatus, and a vehicle. The method comprises: acquiring obstacle information and vehicle state information, wherein the obstacle information indicates the height of a first obstacle, the first obstacle is an obstacle affecting the traveling or parking of a vehicle, and the vehicle state information indicates the current state of a chassis of the vehicle; and on the basis of the obstacle information and the vehicle state information, controlling a prompt apparatus associated with the vehicle to prompt the level of a scraping risk between the first obstacle and the chassis of the vehicle. The solution can be applied to the field of intelligent driving associated with intelligent vehicles, such as electric vehicles and new energy vehicles. When the obstacle affecting the traveling or parking of the vehicle is detected, and there is a scraping risk between the obstacle and the chassis of the vehicle, the related risk can be prompted, so that a driver and / or the vehicle can notice the related obstacle, and make a timely decision to cross the obstacle or avoid the obstacle, thereby improving the efficiency of traveling or parking, and the safety of the chassis of the vehicle.

Description

Control methods, devices and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202510072624.2, filed on January 16, 2025, entitled "Control Method, Apparatus and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of intelligent driving, and more specifically, to a control method, device, and vehicle. Background Technology

[0003] During driving or parking, vehicles inevitably encounter low obstacles or negative obstacles such as curbs. When the vehicle is in human-driven mode, if the driver fails to notice the obstacle or misjudges its height, they may attempt to drive towards it to cross it. This could result in the vehicle's chassis scraping against the obstacle or the vehicle experiencing unexpected bumps. When the vehicle is in autonomous driving mode, even if the low obstacle or negative obstacle does not scrape the vehicle's chassis, the vehicle will plan a path around the obstacle or park in another space. This strategy is overly conservative and affects the vehicle's driving or parking efficiency. Summary of the Invention

[0004] This application provides a control method, device, and vehicle that, when an obstacle affecting the vehicle's driving or parking is detected and there is a risk of scraping between the obstacle and the vehicle's chassis, can alert the driver and / or the vehicle to the obstacle, enabling them to make timely decisions to cross or avoid the obstacle, thereby improving driving or parking efficiency and the vehicle's chassis safety.

[0005] In one aspect, a control method is provided that can be executed by a vehicle, for example, by the vehicle's computing platform, or by a chip or circuitry used in the vehicle.

[0006] The method includes: acquiring obstacle information and vehicle status information; wherein the obstacle information indicates the height of a first obstacle, the first obstacle being an obstacle that affects the vehicle's driving or parking, and the vehicle status information indicates the current chassis status of the vehicle; based on the obstacle information and vehicle status information, controlling a vehicle-associated warning device to indicate the risk level of collision between the first obstacle and the vehicle's chassis.

[0007] Obstacles affecting vehicle movement can include: obstacles located in the path of the vehicle towards the target location, where the target location may be a parking space into which the vehicle is to be parked; obstacles affecting vehicle parking can include: obstacles located around the parking space into which the vehicle is to be parked (such as at the boundary of the parking space), and which the front or rear overhang of the vehicle may sweep against during the parking maneuver. The parking maneuver can be understood as: the process by which the vehicle adjusts its parking posture or stopping posture in or near the parking space.

[0008] Vehicle-associated alert devices may include alert devices within the vehicle cabin, or they may include electronic devices associated with the vehicle.

[0009] In some implementations, the scrape risk level can indicate that there is no scrape risk between the first obstacle and the vehicle chassis, to alert the vehicle's occupants to bumps; or, the scrape risk level can indicate that there is a scrape risk between the first obstacle and the vehicle chassis, to alert the vehicle's driver or operator to avoid the first obstacle.

[0010] Through the above technical solutions, when a low or negative obstacle is detected during vehicle driving or parking, it can indicate whether there is a risk of scraping between the obstacle and the vehicle's chassis. When the vehicle is in human-driven mode, it can prevent unexpected bumps or scrapes caused by the driver not noticing the obstacle; when the driver notices the obstacle, it can reduce the probability of the driver misjudging the obstacle's height, leading to incorrect decisions and scraping the chassis. Specifically, when the obstacle's actual height is high enough to scrape the vehicle's chassis, it can prevent scraping caused by driver misjudgment (e.g., the driver believing there will be no scraping); when the obstacle's actual height is low enough for the vehicle to pass, it can prevent lower driving or parking efficiency caused by the driver misjudging (e.g., the driver believing there will be scraping) and choosing an alternative route. When the vehicle is in autonomous driving or human-machine co-driving mode, it can help occupants develop psychological expectations of the vehicle's subsequent decisions and behaviors, increasing their sense of security and trust in the vehicle.

[0011] In conjunction with the first aspect, in certain implementations of the first aspect, the current chassis state includes the current chassis height of the vehicle. A vehicle-associated warning device indicates the risk level of a collision between the first obstacle and the vehicle's chassis. This includes: when the difference between the current chassis height and the height of the first obstacle is greater than the first height, the warning device indicates a first type of information; or, when the difference between the current chassis height and the height of the first obstacle is less than or equal to the first height, the warning device indicates a second type of information. The first type of information indicates a lower risk level of collision than the second type of information. The first type of information indicates that the first obstacle is an obstacle that the vehicle's body or wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle's body or wheels cannot cross.

[0012] The ability of wheels to cross obstacles can be understood as: the wheels can drive over the obstacle without the vehicle's chassis scraping against it before and after the wheels pass over it. The ability of the vehicle body to cross obstacles can be understood as: the vehicle body (such as the front and / or rear overhangs) sweeps over the obstacle without the vehicle's chassis scraping against it.

[0013] In some implementations, the current chassis status also indicates whether the vehicle's air suspension is raised. Further, the control prompting device displays a second type of information, including: when the vehicle's air suspension is raised to its highest position, and the current chassis height minus the height of the first obstacle is less than or equal to a first height, the control prompting device displays the second type of information.

[0014] In the above technical solution, when the height difference between the obstacle and the vehicle chassis is different, information indicating different levels of scratch risk is displayed, which helps to reduce the cognitive cost for users regarding the height of the obstacle and the risk of scratch.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, when the first obstacle is located in the path of the vehicle traveling towards the target location, the first height is a first value, a first type of information indicates that the first obstacle is an obstacle that the vehicle's wheels can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's wheels cannot cross; or, when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the first height is a second value, a first type of information indicates that the first obstacle is an obstacle that the vehicle's body can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's body cannot cross; wherein, the second value is less than the first value.

[0016] In some implementations, the vehicle body can cross an obstacle, which can be understood as the vehicle's chassis, front suspension, rear suspension, etc., being able to cross the obstacle.

[0017] When a vehicle's wheels need to cross an obstacle, the vehicle may vibrate in a direction perpendicular to the plane it is on. This can cause obstacles that wouldn't normally rub against the vehicle's chassis to do so. However, if the obstacle is located on the non-parking side of the intended parking space, the vehicle's wheels don't need to cross it, and the aforementioned vibration doesn't occur. In this case, if the first height is set to the same value as in the previous scenario, obstacles that wouldn't rub against the vehicle's chassis might be mistakenly identified as potentially rubbing against it. This could force the user or the vehicle to reselect a parking space, resulting in low parking efficiency. Therefore, setting different thresholds for whether the vehicle's wheels need to cross obstacles can help improve parking efficiency.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the first type of information includes first information and second information, wherein the scrape risk level indicated by the first information is lower than the scrape risk level indicated by the second information; the control prompting device prompts the first type of information, including: when the current chassis height is lower than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, the control prompting device prompts the first information; or, when the current chassis height is greater than the second height, the control prompting device prompts the second information.

[0019] The maximum chassis height of a vehicle can be defined as the distance between the lowest point of the vehicle's chassis and the plane on which the vehicle is located when the air suspension (or air suspension) is raised to its highest position.

[0020] In some implementations, a vehicle's current chassis height being less than the second height can be interpreted as the vehicle's air suspension not being at its highest position. In other scenarios, the second height can be the vehicle's maximum chassis height.

[0021] In some implementations, when both the first information and the second information include cabin lighting information, the warning effect of the lighting information included in the first information is less than the warning effect of the lighting information included in the second information; or, when both the first information and the second information include audio information, the frequency and / or volume of the audio information included in the first information may be lower than the frequency and / or volume of the audio information included in the second information.

[0022] In the above technical solution, when the current chassis height of the vehicle ensures that there will be no scraping between the vehicle and the obstacle, different levels of warning information can be provided depending on whether the vehicle's air suspension is raised, which helps the user to understand the positional relationship between the obstacle and the vehicle chassis and / or the risk of scraping.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the method further includes: when the current chassis height of the vehicle is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, controlling the air suspension of the vehicle to rise, or controlling the prompting device to prompt third information, the third information instructing the air suspension of the vehicle to rise.

[0024] In the aforementioned technical solution, if the risk of scraping between the vehicle chassis and obstacles can be eliminated after the vehicle's air suspension is raised, the air suspension can be raised in a controlled manner, or the user can be prompted to raise the air suspension. This improves the vehicle's obstacle clearance rate and reduces the likelihood of the vehicle replanning its driving path or reselecting a parking space, thereby improving driving or parking efficiency. Furthermore, by raising the chassis, the probability of curb parking spaces (i.e., parking spaces with low or negative obstacles nearby) becoming available parking spaces can be increased.

[0025] In conjunction with the first aspect, in some implementations of the first aspect, the first type of information and / or the second type of information also indicate the position of the first obstacle relative to the vehicle.

[0026] In the above technical solution, by indicating the position of the obstacle relative to the vehicle, the driver and passengers can have a certain psychological expectation of the bumps caused by the obstacle, thereby improving the driving experience.

[0027] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: a control prompting device displaying a first interface, the first interface being used to display real-time images during vehicle driving or parking, the first interface further including a first model and / or a second model, the first model indicating the vehicle's position from a top-down view, and the second model indicating the vehicle's position from a three-dimensional view; the control prompting device prompting a first type of information, including: the control prompting device displaying the first model and first indication information, the first indication information being superimposed on a first position of the first model, the first position indicating the position of a first obstacle relative to the vehicle; or, the control prompting device displaying a first view of the second model, the first view being used to display the position of the first obstacle relative to the vehicle's chassis.

[0028] In the above technical solution, the relative position between the vehicle chassis and the obstacle is visualized through real-time imaging, which allows the distance between the chassis and the obstacle to be displayed intuitively.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, when the value of the current chassis height minus the height of the first obstacle is greater than the first height, the method further includes: when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, and the value of the current chassis height minus the height of the first obstacle is less than or equal to a fourth height, controlling the vehicle to park in the target parking space in a first parking posture according to the position of the first obstacle relative to the target parking space; wherein, when the first obstacle is located near the parking boundary of the target parking space, the first parking posture is a head-in parking posture or a tail-in parking posture; or, when the first obstacle is located near other boundaries of the target parking space besides the parking boundary, the first parking posture is a tail-in parking posture.

[0030] Generally, the front overhang of a vehicle is lower than the rear overhang. When an obstacle is located at the boundary of a parking space, controlling the rear of the vehicle to enter the target parking space first helps reduce the chance of the vehicle scraping against the obstacle during the maneuvering process. When the obstacle is located on the parking side of the target parking space, if the wheels can cross the obstacle, the impact of front-first or rear-first parking on the risk of scraping is not significant. Therefore, depending on the length of the parking path or the time required for parking, the choice between front-first or rear-first parking can be made to improve parking efficiency.

[0031] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: when the current chassis height is the maximum chassis height and the first obstacle is located near the boundary of the target parking space other than the parking boundary, in response to the first instruction, the control prompting device prompts the fourth information; wherein the first instruction is used to request that the first parking posture be adjusted to the head-in parking posture, and the fourth information indicates that the first parking posture is not adjustable.

[0032] In some implementations, the fourth information can also indicate the reason why the first berthing pose is not adjustable.

[0033] As mentioned earlier, the front overhang of a vehicle is generally lower than the rear overhang. When an obstacle is located at the boundary of the parking space and the vehicle's air suspension has been raised, avoiding the vehicle parking in the target parking space with its head in helps reduce the chance of the front overhang of the vehicle scraping against the obstacle during the parking maneuver.

[0034] In conjunction with the first aspect, in some implementations of the first aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the method further includes: when the first obstacle is located in the path of the vehicle parking into the first parking space, or when the distance between the first obstacle and the boundary of the first parking space is less than or equal to the first threshold, in response to the second instruction, the control prompting device prompts the fifth information; wherein the second instruction is used to request that the first parking space be set as the target parking space; and the fifth information indicates that the first parking space is not available for parking.

[0035] In some implementations, the fifth piece of information can also indicate why the first parking space is unavailable.

[0036] In the above technical solution, if an obstacle may scrape against the vehicle's chassis during the process of the vehicle driving into the parking space, or if an obstacle may scrape against the vehicle's chassis during the process of the vehicle adjusting its parking position in the parking space, the user is prompted that the parking space is not suitable for parking, which helps to improve the safety of the vehicle's chassis during parking.

[0037] In conjunction with the first aspect, in some implementations of the first aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the method further includes: when the first obstacle is located in the path on which the vehicle travels to the target location, controlling the vehicle to suspend driving, and / or controlling the vehicle to travel to the target location along a path that does not pass through the first obstacle; or, when the first obstacle is located in the path on which the vehicle enters the target parking space, or when the distance between the first obstacle and the boundary of the target parking space is less than or equal to the first threshold, controlling the vehicle to park in another parking space.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle-associated warning device indicates the risk level of a collision between the first obstacle and the vehicle's chassis, including: when the vehicle is in motion, the warning device switches from displaying a second interface to displaying a third interface, and indicates the risk level of a collision through the third interface; wherein, the third interface is used to display real-time images during the vehicle's driving or parking process, and the second interface is used to display other information besides the real-time images.

[0039] In the above technical solution, when an obstacle that may cause the vehicle to bump or scrape against the vehicle's chassis is detected, the vehicle is controlled to display real-time images, which helps to improve the timeliness of the timeliness of the obstacle information obtained by the vehicle's occupants.

[0040] Secondly, a control device is provided, comprising an acquisition unit and a processing unit, wherein the acquisition unit is configured to: acquire obstacle information and vehicle status information; wherein the obstacle information indicates the height of a first obstacle, the first obstacle being an obstacle affecting the vehicle's driving or parking, and the vehicle status information indicates the current chassis status of the vehicle; the processing unit is configured to: based on the obstacle information and the vehicle status information, control a vehicle-associated warning device to indicate the risk level of collision between the first obstacle and the vehicle's chassis.

[0041] In conjunction with the second aspect, in some implementations of the second aspect, the current chassis state includes the current chassis height of the vehicle, and the processing unit is configured to: when the value of the current chassis height minus the height of the first obstacle is greater than the first height, control the prompting device to prompt a first type of information; or, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, control the prompting device to prompt a second type of information; wherein the scraping risk level indicated by the first type of information is less than the scraping risk level indicated by the second type of information, the first type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels cannot cross.

[0042] In conjunction with the second aspect, in some implementations of the second aspect, when the first obstacle is located in the path of the vehicle traveling towards the target location, the first height is a first value, a first type of information indicates that the first obstacle is an obstacle that the vehicle's wheels can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's wheels cannot cross; or, when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the first height is a second value, a first type of information indicates that the first obstacle is an obstacle that the vehicle's body can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's body cannot cross; wherein, the second value is less than the first value.

[0043] In conjunction with the second aspect, in some implementations of the second aspect, the first type of information includes first information and second information, wherein the scrape risk level indicated by the first information is less than the scrape risk level indicated by the second information; the processing unit is configured to: when the current chassis height is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, the control prompting device prompts the first information; or, when the current chassis height is greater than the second height, the control prompting device prompts the second information.

[0044] In conjunction with the second aspect, in some implementations of the second aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit is further configured to: control the air suspension of the vehicle to rise when the current chassis height of the vehicle is less than the second height and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, or control the prompting device to prompt the third information, the third information indicating to raise the air suspension of the vehicle.

[0045] In conjunction with the second aspect, in some implementations of the second aspect, the first type of information and / or the second type of information also indicate the position of the first obstacle relative to the vehicle.

[0046] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: control the prompting device to display a first interface, the first interface being used to display real-time images during vehicle driving or parking, the first interface further including a first model and / or a second model, the first model indicating the vehicle's position from a top-down view, and the second model indicating the vehicle's position from a three-dimensional view; the prompting device prompting a first type of information, including: the prompting device displaying the first model and first indication information, the first indication information superimposed on a first position of the first model, the first position indicating the position of a first obstacle relative to the vehicle; or, the prompting device displaying a first view of the second model, the first view being used to display the position of the first obstacle relative to the vehicle's chassis.

[0047] In conjunction with the second aspect, in some implementations of the second aspect, when the value of the current chassis height minus the height of the first obstacle is greater than the first height, the processing unit is further configured to: control the vehicle to park in the target parking space in a first parking posture according to the position of the first obstacle relative to the target parking space when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, and the value of the current chassis height minus the height of the first obstacle is less than or equal to a fourth height; wherein, when the first obstacle is located near the parking boundary of the target parking space, the first parking posture is a head-in parking posture or a tail-in parking posture; or, when the first obstacle is located near other boundaries of the target parking space besides the parking boundary, the first parking posture is a tail-in parking posture.

[0048] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: when the current chassis height is the maximum chassis height and the first obstacle is located near the boundary of the target parking space other than the parking boundary, respond to the first instruction and control the prompting device to prompt the fourth information; wherein the first instruction is used to request that the first parking posture be adjusted to the head-in parking posture, and the fourth information indicates that the first parking posture is not adjustable.

[0049] In conjunction with the second aspect, in some implementations of the second aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit: in response to the second instruction, controls the prompting device to prompt the fifth information when the first obstacle is located in the path of the vehicle parking into the first parking space, or when the distance between the first obstacle and the boundary of the first parking space is less than or equal to the first threshold; wherein, the second instruction is used to request that the first parking space be set as the target parking space; the fifth information indicates that the first parking space is not available for parking.

[0050] In conjunction with the second aspect, in some implementations of the second aspect, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit is further configured to: control the vehicle to pause driving when the first obstacle is located on the path of the vehicle traveling to the target location, and / or control the vehicle to travel to the target location along a path that does not pass through the first obstacle; or, when the first obstacle is located on the path of the vehicle parking in the target parking space, or when the distance between the first obstacle and the boundary of the target parking space is less than or equal to the first threshold, control the vehicle to park in another parking space.

[0051] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: when the vehicle is in motion, switch the control prompt device from displaying the second interface to displaying the third interface, and indicate the level of collision risk through the third interface; wherein the third interface is used to display real-time images during the vehicle's driving or parking process, and the second interface is used to display other information besides the real-time images.

[0052] Thirdly, a control device is provided, comprising: a processor for executing a computer program stored in the memory, such that the device performs the method in any possible implementation of the first aspect described above.

[0053] In conjunction with the third aspect, in some implementations of the third aspect, the device also includes a memory.

[0054] Fourthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the first aspect.

[0055] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0056] Fifthly, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect.

[0057] In a sixth aspect, a chip is provided that includes circuitry for performing the method in any of the possible implementations of the first aspect described above.

[0058] In a seventh aspect, a vehicle is provided that includes means as in any possible implementation of the second or third aspect, or the vehicle includes a computer-readable storage medium as in any possible implementation of the fifth aspect, or the vehicle includes a chip as in any possible implementation of the sixth aspect, or the vehicle is loaded with a computer program product as in any possible implementation of the fourth aspect.

[0059] In conjunction with the seventh aspect, in some implementations of the seventh aspect, the vehicle is a vehicle in a broad sense, such as a means of transportation (e.g., commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (e.g., forklifts, trailers, tractors, etc.), engineering vehicles (e.g., excavators, bulldozers, cranes, etc.), agricultural equipment (e.g., lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. In practical implementation, the vehicle can also be a road vehicle, a water vehicle, an air vehicle, industrial equipment, agricultural equipment, or other intelligent driving equipment such as entertainment equipment.

[0060] For the beneficial effects not described in detail in aspects two through seven, please refer to the description in aspect one, which will not be repeated here. Attached Figure Description

[0061] Figure 1 is a functional schematic block diagram of the vehicle provided in an embodiment of this application;

[0062] Figure 2 is a schematic block diagram of the control system architecture provided in an embodiment of this application;

[0063] Figure 3 is a schematic flowchart of the control method provided in an embodiment of this application;

[0064] Figure 4 is a schematic diagram of the application scenarios involved in the embodiments of this application;

[0065] Figure 5 is a schematic diagram of the GUI involved in the embodiments of this application;

[0066] Figure 6 is another schematic diagram of the GUI involved in the embodiments of this application;

[0067] Figure 7 is another schematic diagram of the GUI involved in the embodiments of this application;

[0068] Figure 8 is another schematic diagram of the GUI involved in the embodiments of this application;

[0069] Figure 9 is another schematic diagram of the GUI involved in the embodiments of this application;

[0070] Figure 10 is another schematic diagram of the GUI involved in the embodiments of this application;

[0071] Figure 11 is a schematic diagram of a vehicle model from different perspectives in a panoramic surround view image according to an embodiment of this application;

[0072] Figure 12 is another schematic diagram of the GUI involved in the embodiments of this application;

[0073] Figure 13 is another schematic diagram of the GUI involved in the embodiments of this application;

[0074] Figure 14 is a schematic diagram of the application scenarios involved in the embodiments of this application;

[0075] Figure 15 is another schematic diagram of the GUI involved in the embodiments of this application;

[0076] Figure 16 is another schematic diagram of the GUI involved in the embodiments of this application;

[0077] Figure 17 is another schematic diagram of the GUI involved in the embodiments of this application;

[0078] Figure 18 is another schematic diagram of the GUI involved in the embodiments of this application;

[0079] Figure 19 is another schematic diagram of the GUI involved in the embodiments of this application;

[0080] Figure 20 is another schematic diagram of the GUI involved in the embodiments of this application;

[0081] Figure 21 is another schematic flowchart of the control method provided in the embodiments of this application;

[0082] Figure 22 is a schematic block diagram of the control device provided in an embodiment of this application;

[0083] Figure 23 is another schematic block diagram of the control device provided in the embodiments of this application. Detailed Implementation

[0084] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0085] Figure 1 is a functional block diagram of a vehicle provided in an embodiment of this application. As shown in Figure 1, the vehicle 100 may include a perception system 120, a prompting device 130, and a computing platform 150. The perception system 120 may include several sensors for sensing information about the surrounding environment of the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global navigation satellite system (GNSS), such as the global positioning system (GPS), the BeiDou system, etc. Alternatively, the perception system 120 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device. Furthermore, the perception system 120 may also include one or more pressure sensors, acoustic sensors, etc., for monitoring whether there is a user inside the cabin and the user's location.

[0086] The prompting device 130 may include any of the following: a display device, a sound device, and a lighting device. The display device is mainly divided into two categories: the first is an in-vehicle display screen; the second is a projection display screen, such as a head-up display (HUD). An in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as digital instrument cluster displays and central control screens. In some possible implementations, one or more of the aforementioned in-vehicle displays can be human-machine interfaces (HMIs), for example, the central control screen can be an HMI. A head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device (e.g., the windshield) in front of the driver. This reduces the driver's eye-shifting time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. Sound-generating devices can include in-vehicle speakers, in-vehicle audio systems, and other in-vehicle sound-generating devices. Lighting devices are used for displaying lights, and these lighting devices can include ambient lighting and other lighting devices within the vehicle's cabin.

[0087] The communication system 140 may integrate one or more devices, including at least one communication module. The communication system 140 can transmit and receive electromagnetic waves via an antenna, enabling the vehicle 100 to communicate with servers, other vehicles, roadside equipment, etc., based on a vehicle-to-everything (V2X) network, such as vehicle-to-vehicle (V2V) communication networks, vehicle-to-infrastructure (V2I) communication networks, and vehicle-to-network (V2N) communication networks. Wireless communication technologies may also include short-range wireless communication technologies, such as Bluetooth (BT), radio frequency identification (RFID), and NearLink. For example, the communication system 140 may include an onboard telematics box (T-box), or it may include other communication modules. In practice, vehicle 100 can communicate with cloud servers, roadside equipment, etc. via T-box, and vehicle 100 can communicate with other devices with the same wireless short-range communication module via other wireless short-range communication modules.

[0088] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement related functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions. Some or all of the processors 151 to 15n can call the instructions in the memory to implement the corresponding functions.

[0089] The computing platform 150 can control the operation of the intelligent driving system, which may include advanced driving assistance systems (ADAS) and autonomous driving systems (ADS). The intelligent driving system utilizes various sensors on the vehicle (including but not limited to: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and inertial measurement units) to acquire information from the vehicle's surroundings, and analyzes and processes this information to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving.

[0090] At different levels of autonomous driving (or intelligent driving levels, ranging from L0 to L5, totaling six levels), intelligent driving systems can achieve different levels of automated driving assistance based on artificial intelligence algorithms and information acquired by multiple sensors. These levels of autonomous driving are based on the classification standards of the Society of Automotive Engineers (SAE). Specifically, L0 is no automation; L1 is driver assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the task of monitoring road conditions and reacting is jointly completed by the driver and the system, requiring the driver to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger. Currently, the functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the various functions mentioned above can have specific modes at different levels of autonomous driving (L0-L5), with higher levels of autonomous driving corresponding to more intelligent modes. For example, automatic parking can include APA, RPA, and AVP. With APA, the driver does not need to operate the steering wheel, but still needs to control the accelerator and brake from outside the vehicle; with RPA, the driver can remotely park the vehicle from outside using a terminal (e.g., a mobile phone); with AVP, the vehicle can park without a driver. In terms of corresponding autonomous driving levels, APA is approximately at level L1-L2, RPA is approximately at level L2-L3, and AVP is approximately at level L4.

[0091] The roles of the sensing system 120, the prompting device 130, the communication system 140, and the computing platform 150 in this application are described in detail below with reference to FIG2. As shown in FIG2, the system includes a sensing module 210, a control module 220, a prompting module 230, and an actuator 240. In some implementations, the system also includes a communication module 250. Exemplarily, the sensing module 210 may include one or more sensors in the sensing system 120 shown in FIG1; the control module 220 may include one or more processors in the computing platform shown in FIG1; the prompting module 230 may include one or more devices in the prompting device 130; the actuator 240 may include a steering and braking control system in the vehicle 100; and the communication module 250 may include one or more modules in the communication system 140 shown in FIG1. ​​The roles of each module are as described in items (I) to (V) below.

[0092] (i) The perception module 210 is used to collect perception information around the vehicle, which can indicate whether there are obstacles around the vehicle that may scrape against the vehicle's chassis. The perception module 210 can send the collected perception information to the control module 220.

[0093] (ii) The control module 220 is used to control the prompting module to prompt relevant information based on the perceived information, and / or control the vehicle to drive to the target location or target parking space according to the planned driving path.

[0094] In some implementations, the control module 220 determines, based on perception information, whether there are any low or negative obstacles that would impede the vehicle's original driving path (including the path to the target location and the path to the target parking space). If such obstacles exist, the control module 220 controls the prompting module to display relevant information about the obstacle. Further, the control module 220 determines whether the vehicle can cross the obstacle based on the obstacle's actual height and the vehicle's current or maximum chassis height. If the vehicle can cross the obstacle, the control module 220 controls the vehicle to continue along the original driving path. If the vehicle cannot cross the obstacle, the control module 220 can plan a new path to bypass the obstacle and control the vehicle to continue along that new path.

[0095] In some implementations, the control module 220 determines, based on perception information, whether there are low or negative obstacles around the target parking space of the vehicle. When low or negative obstacles exist around the target parking space, the control module 220 prompts the prompting module with relevant information about the obstacle. Further, based on the actual height of the obstacle and the current or maximum chassis height of the vehicle, the control module 220 determines whether the obstacle will scrape against the chassis of the vehicle. If the obstacle will not scrape against the chassis, the control module 220 controls the vehicle to park in the target parking space; if the obstacle will scrape against the chassis, the control module 220 can select another parking space as the target parking space.

[0096] (iii) The prompting module 230 is used to control the relevant devices to provide information prompts according to the instructions of the control module 220.

[0097] (iv) The actuator 240 is used to receive and execute control quantities. When the aforementioned control quantities are executed, it can control the vehicle to travel along the planned path to the target parking space or target location. The control quantities can be calculated by the control module 220 based on the planned path.

[0098] (v) The communication module 250 is used to send information indicating the parking status or driving status to the electronic equipment. In some implementations, the communication module 250 can also receive information from the electronic equipment for controlling the vehicle. The communication module 250 sends relevant information to the planning control module based on the received information from the electronic equipment, so that the planning control module 220 controls the vehicle's operating status based on the information from the electronic equipment.

[0099] It should be understood that the above modules are merely an example, and in actual applications, these modules may be added or removed as needed. For example, in the system architecture shown in Figure 2, the control module 220 and the communication module 250 can be merged into one module. As another example, the control module 220 can be further divided into a driving control module and a prompt control module, wherein the driving control module is used to plan a route for the vehicle and control the vehicle to travel along the planned route; the prompt control module is used to control the prompt module 230 to provide or stop providing information prompts.

[0100] Figure 3 shows a schematic flowchart of the control method provided in an embodiment of this application. This method 300 can be executed by the vehicle 100 shown in Figure 1, or by the control module 220 shown in Figure 2. Specifically, the method may include:

[0101] S301, Obtain obstacle information and vehicle status information. The obstacle information indicates the height of obstacle 1, which is greater than or equal to a height threshold and is an obstacle that affects the vehicle's driving or parking. The vehicle status information indicates the current chassis height of the vehicle.

[0102] In some implementations, obstacle information can indicate the height and position of at least one obstacle, including obstacle 1, relative to the vehicle. Exemplarily, the height and position of the obstacle can be determined based on images and / or point cloud data acquired by the vehicle's perception system. For example, the perception information acquired by the perception system is processed to identify the height of each obstacle included in the perception information, and at least one obstacle is selected, wherein the height of each of the at least one obstacle is greater than or equal to a height threshold 1 and less than or equal to a height threshold 2. Exemplarily, height threshold 1 can be a value between 3 cm and 5 cm, and height threshold 2 can be a value determined based on the vehicle's maximum chassis height; for example, height threshold 2 can be the sum of the maximum chassis height and a preset height, where the preset height can be a value between 3 cm and 5 cm; or, height threshold 1, height threshold 2, and the preset height can also be other values.

[0103] When the vehicle's chassis height changes, the distance between the sensors installed in the vehicle and the ground also changes. Therefore, the vehicle's current chassis height can be determined based on images and / or point cloud data collected by the perception system. For example, the height h1 between the sensor and the vehicle chassis can be pre-calibrated. When the image and / or point cloud data includes the ground where the vehicle is located, the image and / or point cloud data is processed to obtain the height h2 between the sensor and the ground. Then, the difference between h2 and h1 can be used to obtain the vehicle's current chassis height.

[0104] It should be noted that the aforementioned at least one obstacle can be a relatively low positive obstacle (referred to as a low obstacle), or the aforementioned at least one obstacle can also be a negative obstacle. A positive obstacle is one whose highest point is above the plane on which the vehicle is located; a negative obstacle is one whose highest point is below the plane on which the vehicle is located. The average or maximum distance between the bottom of a negative obstacle (i.e., near the location of the highest point of the bottom of the negative obstacle) and the plane on which the vehicle is located is called the negative height. For example, if the negative obstacle is a pit, then the bottom of the pit is the bottom of the negative obstacle, and the highest point of the pit's bottom is considered the highest point of the bottom of the negative obstacle. Furthermore, when the obstacle is a negative obstacle, the height of the obstacle is the absolute value of the negative height.

[0105] In one example, obstacle 1 can be one of at least one obstacles located on the path the vehicle takes towards the target location. For example, obstacle 1 can be the obstacle the vehicle first passes through among the aforementioned obstacles. The target location can be the target parking space where the vehicle is intended to park. In another example, obstacle 1 can also be an obstacle located around the target parking space where the vehicle is intended to park. During the maneuvering within the target parking space, the vehicle chassis may scrape against obstacle 1.

[0106] S302, based on obstacle information and vehicle status information, determine the risk of collision between the vehicle and obstacle 1.

[0107] In some implementations, the risk of collision between the vehicle and obstacle 1 can be determined based on the difference between obstacle 1 and the current chassis height.

[0108] In one example, when obstacle 1 is located in the path of the vehicle traveling towards the target location, if the current chassis height minus the height of obstacle 1 is less than or equal to threshold 1, then it is determined that there is a risk of collision between the vehicle and obstacle 1. For example, threshold 1 can be a value between 5 cm and 7 cm, or it can be any other value. In real-time implementation, threshold 1 can also be determined based on the vehicle's load; for example, threshold 1 can vary with the vehicle's load. Furthermore, threshold 1 can also be determined based on the environment in which the vehicle and obstacle 1 are located. For example, if the height difference between the plane the vehicle was on before passing obstacle 1 and the plane the vehicle was on after passing obstacle 1 is the same (e.g., the scenario shown in the left image of Figure 4), the threshold 1 can be set larger because the vehicle may experience greater bumps when passing obstacle 1; if the vehicle travels from one plane to another via obstacle 1 (e.g., the scenario shown in the right image of Figure 4), the threshold 1 can be set smaller because the vehicle may experience less bumps when passing obstacle 1.

[0109] In another example, when obstacle 1 is located around the target parking space, if the current chassis height minus the height of obstacle 1 is less than or equal to threshold 2, a risk of collision between the vehicle and obstacle 1 can be determined. For example, threshold 2 can be a value between 1 cm and 3 cm, or it can be any other value. Obstacle 1 being located around the target parking space includes: obstacle 1 being located at the boundary of the target parking space; or obstacle 1 being located outside the target parking space, and the distance between it and the boundary of the target parking space is less than or equal to distance 1. For example, distance 1 can be a value between 3 cm and 5 cm, or it can be any other value.

[0110] S303, determine whether there is a risk of collision between the vehicle and obstacle 1.

[0111] Specifically, if a risk of collision is determined between the vehicle and obstacle 1, S304 can be further executed; otherwise, S306 is executed.

[0112] S304 triggers a low-risk warning when the air suspension is not raised; or triggers a medium-risk warning when the air suspension is raised.

[0113] S305, confirm whether the air suspension has been raised.

[0114] If the air suspension is not raised, execute S306; otherwise, trigger a high-risk level alarm.

[0115] S306, raise the air suspension to its highest position.

[0116] After executing S306, continue executing S302 to determine whether the risk of collision has been eliminated.

[0117] In some implementations, S306 can be omitted, and only the risk of scraping between obstacle 1 and the vehicle chassis can be determined when the air suspension is raised to its highest position. If the risk of scraping still exists, a high-risk warning is triggered; otherwise, a medium-risk warning is triggered, and the user is prompted to raise the air suspension.

[0118] To facilitate understanding of the risk alerting methods provided in the embodiments of this application, the following describes examples of alerting when low-lying obstacles or negative obstacles are detected in different scenarios, in conjunction with the graphical user interfaces (GUIs) shown in Figures 5 to 10, 12 to 13, and 15 to 20.

[0119] For example, Figure 5 shows an example of the interface displayed on the central control screen. As shown in Figure 5, the interface includes a content display area 410 and a function bar 420. The content display area 410 includes the following status indicator icons: a battery icon, a Bluetooth function icon, a Wi-Fi function icon, and a cellular network signal icon, used to indicate the login status of the vehicle system, the remaining vehicle battery power, the vehicle's Bluetooth on and / or connected status, the Wi-Fi on status, and the cellular network signal strength, respectively. The content display area 410 is used to display the vehicle system homepage, the running content of various applications, etc. The function bar 420 includes a homepage icon, seat controls, air conditioning controls, and volume controls, used to control the display of the homepage in the content display area 410, control the on / off switch of seat ventilation and / or adjust the airflow of seat ventilation, control the on / off switch of air conditioning and / or adjust the air conditioning temperature and heating / cooling status, adjust the in-vehicle air circulation status, and adjust the volume of the sound device, respectively.

[0120] In some implementations, when obstacle 1 is located on the path of the vehicle traveling towards the target location, the vehicle's central control screen can display a panoramic image interface upon detecting obstacle 1, and display the position of obstacle 1 in the panoramic image interface. For example, the panoramic image interface can be displayed through the content display area 410, which may include a first portion 430 and a second portion 440. The first portion 430 is used to display a 360-degree panoramic view, and the second portion 440 is used to display a three-dimensional (3D) view of the vehicle's surrounding environment. Taking obstacle 1 as an example:

[0121] In one example, when a low-risk level alarm is required, the central control screen can be controlled to display the interface shown in Figure 5. Specifically, element 431 indicates the location of obstacle 1; model 432 is a top-down view model of the vehicle, indicating the vehicle's position in the environment shown in the first part 430; element 433 indicates the planned driving path of the vehicle's wheels. Additionally, information 434 indicating the distance between the vehicle and obstacle 1 can also be displayed. Furthermore, model 441 is a 3D model of the vehicle, indicating the vehicle's left-side view; element 442 indicates the location of obstacle 1; element 443 indicates the position of obstacle 1 relative to the vehicle. That is, when obstacle 1 is located on the path of the vehicle traveling towards the target location, and a low-risk level alarm is required, the central control screen can pop up a panoramic image interface, indicating the position of obstacle 1 relative to the vehicle.

[0122] In another example, when a medium-risk level warning is required, the central control screen can be controlled to display the interface shown in Figure 6. Specifically, element 502 can be overlaid on model 432, and element 503 can be overlaid on model 441. Elements 502 and 503 indicate the locations where the vehicle may be scraped. Furthermore, the panoramic image interface may also include a dialog box 504 "Obstacle is high, please be careful of bumps," to warn of potential vehicle bumps caused by obstacle 1.

[0123] In another example, when a high-risk level alarm is required, the central control screen can be controlled to display the interface shown in Figure 7. Specifically, element 505 can be overlaid on model 432, and element 507 can be overlaid on model 441. Elements 505 and 507 indicate the location where a collision may occur. Furthermore, the panoramic image interface may also include a dialog box 509 "Obstacle too high, impassable," to warn that obstacle 1 may cause a collision. Element 508 can also be displayed in the panoramic image interface to indicate the position of obstacle 1 relative to the vehicle. It should be noted that the warning effect of elements 505 and 507 is higher than that of elements 502 and 503. For example, the color of elements 505 and 507 can be red, while the color of elements 502 and 503 can be orange; also, the flashing frequency of elements 505 and 507 is higher than that of elements 502 and 503. In some scenarios, as the distance between the vehicle's wheels and obstacle 1 decreases, a flashing effect can be added to element 508, and the flashing frequency increases as the distance decreases, to prompt the user that the distance between obstacle 1 and the vehicle is gradually decreasing.

[0124] In practical implementation, in addition to displaying alarm information related to obstacle 1 on the central control screen, alarms can also be issued through in-cabin audio and lighting devices. For example, relevant alert sounds can be played through audio devices, with the frequency and / or volume increasing as the alarm level rises. Another example is the display of relevant warning light effects through lighting devices, with the flashing frequency increasing and / or the light color changing to a more effective warning color as the alarm level rises.

[0125] When obstacle 1 is located in the path of the vehicle traveling towards the target location, its position relative to the vehicle body can be displayed as the vehicle moves. For example, the position of obstacle 1 relative to the vehicle body can be displayed through a panoramic surround view interface, so that the vehicle's occupants can have a certain psychological expectation of the bumps caused by obstacle 1, thereby improving the driving experience.

[0126] For example, taking obstacle 1 as a step, when the vehicle is traveling to a position where the front overhang of the vehicle is above obstacle 1 and the wheels are about to reach the position of obstacle 1, the central control screen can be controlled to display the panoramic image interface shown in Figure 8. As shown in Figure 8, element 602 indicates the position of obstacle 1. Further, element 601 can be superimposed on the vehicle's top-down view model, indicating the position of obstacle 1 relative to the vehicle body in the top-down view. Further, the second part 440 can display a 3D view of the vehicle from the upper left, and element 603 indicates the position of obstacle 1 relative to the vehicle body in the 3D view. As the vehicle moves, element 601 can change with the change in the position of obstacle 1 relative to the vehicle body, and the position of the 3D model of the vehicle in the environment also changes accordingly. For example, when the front wheels of the vehicle pass over obstacle 1, making obstacle 1 between the front and rear wheels of the vehicle, the top-down view model of element 601 relative to the vehicle can be as shown in Figure 9, and the position of obstacle 1 relative to the vehicle in the 3D view is as shown by element 605.

[0127] In some scenarios, when obstacle 1 is located between the two wheels of the vehicle, the 3D view in the panoramic view interface can be as shown in Figure 10, where element 606 indicates the position of obstacle 1 relative to the vehicle in the 3D view.

[0128] It should be noted that elements 431, 442, 602, 603, 605 and 606 in Figures 5 to 10 can be the real pixels corresponding to obstacle 1, or they can be the pixels of the model corresponding to obstacle 1 constructed.

[0129] Figures 8 to 10 illustrate an example of indicating the position of obstacle 1 relative to the vehicle while the vehicle is in motion. In some implementations, as the vehicle gradually approaches obstacle 1, the viewing angle in the 3D view can be dynamically adjusted according to the position of obstacle 1 relative to the vehicle. For example, when the vehicle crosses obstacle 1 from the left front first, the view from the left front of the vehicle can be displayed in the 3D view first, as shown in 10-a of Figure 11. The 3D view can display a 3D vehicle model 613 of the left front view of the vehicle and an element 614 indicating the position of obstacle 1; and the 360-degree panoramic view can display a top-down view model 611 of the vehicle and an element 612 superimposed on the top-down view model 611 indicating the relative position of obstacle 1. As the vehicle moves, when obstacle 1 reaches between the front and rear wheels of the vehicle and is located near the left side of the vehicle, the 3D view is adjusted to display the left-side view of the vehicle, as shown in 10-c of Figure 11, and the element 616 indicating the relative position of obstacle 1 is superimposed on the top-view model 611 in the 360-degree panoramic view; furthermore, after the left rear wheel of the vehicle passes obstacle 1, the 3D view can be adjusted to display the left rear view of the vehicle, as shown in 10-e of Figure 11, and the element 618 indicating the relative position of obstacle 1 is superimposed on the top-view model 611 in the 360-degree panoramic view. Correspondingly, when obstacle 1 is located slightly to the right of the vehicle, as the vehicle moves and passes over obstacle 1 in sequence from the right front, right side, and right rear, the 360-degree panoramic view of the vehicle's central control screen can sequentially overlay elements 615 (shown in Figure 11-b), 617 (shown in Figure 11-d), and 619 (shown in Figure 11-f) in the top-down view model 611. The 3D view of the vehicle's central control screen can sequentially display the right front view (shown in Figure 11-b), the right side view (shown in Figure 11-d), and the right rear view (shown in Figure 11-f). The left and right sides of the vehicle can be defined based on the vehicle coordinate system. The origin O of the vehicle coordinate system can be located at the projection point of the rear axle center of the vehicle onto the ground. The positive directions of the X-axis and Z-axis are the direction of the vehicle's front and the vertically upward direction perpendicular to the vehicle's plane, respectively. The side of the vehicle located in the positive direction of the Y-axis can be considered the left side of the vehicle, and the side of the vehicle located in the negative direction of the Y-axis can be considered the right side of the vehicle.

[0130] It is understood that the 3D vehicle model shown in Figure 11 is a model that can show the height between the vehicle chassis and the ground, and the 3D view shows the perspective that can show the position of obstacle 1 relative to the vehicle chassis, as well as the height of obstacle 1 from the vehicle chassis. In addition, in actual implementation, the vehicle models in Figures 5 to 11 can be set to transparent mode to make the position of obstacle 1 relative to the vehicle more prominent.

[0131] The above, in conjunction with Figures 5 to 11, illustrates some examples of collision risk warnings during vehicle movement towards a target location. In some implementations, when the vehicle is in automatic parking mode and obstacle 1 is located in the path of the vehicle moving towards the target parking space, or when obstacle 1 is located around a parking space, the vehicle's central control screen can display a parking-related interface upon detecting obstacle 1, and issue a collision risk warning through this interface. For example, the parking-related interface may include the parking control interface 730 shown in Figure 12, used to determine the target parking space in response to user operation, and / or to activate the automatic parking function in response to user operation to control the vehicle to park in the target parking space. Optionally, the parking-related interface may also include a real-time environmental information display interface 740, used to display real-time environmental information during the vehicle parking process. This real-time environmental information may be real-time footage captured by the vehicle's camera device, or it may be a virtual environment constructed based on information perceived by the vehicle's perception system, indicating the location of obstacles around the vehicle and / or parking space information.

[0132] In one example, as shown in Figure 12, when the parking space indicated by icon 703 is selected as the target parking space, and there is a curb (an example of obstacle 1) on the parking side of the target parking space, and the vehicle indicated by icon 701 will not scrape against the curb during its movement, a low-risk or medium-risk level alarm can be issued. For example, a dialog box 702 can display "Curb parking, be careful of bumps" to warn that the obstacle may cause bumps. Furthermore, when the control 704 is clicked, the vehicle can be controlled to park in the target parking space.

[0133] In another example, as shown in Figure 13, when the parking space indicated by icon 703 is selected as the target parking space, and there are low obstacles (such as obstacle 1) on the non-parking side around the target parking space, and the chassis of the vehicle indicated by icon 701 will not scrape against the low obstacles during parking and / or maneuvering, a low-risk or medium-risk warning can be issued. For example, a dialog box 705 can display "There are low obstacles around the parking space, which are too high, please be careful" or "There are low obstacles around the parking space, which are too high, please be careful" to indicate that the obstacles may cause scraping. Furthermore, when the control 704 is clicked, the vehicle can be controlled to park in the target parking space.

[0134] In some implementations, for the scenarios in the two examples mentioned above, when issuing a medium-risk level alarm, the vehicle can be controlled to park in the target parking space with pose 1 by default, and users are not allowed to change pose 1 to pose 2; or, when issuing low-risk level alarms and medium-risk level alarms, users are not allowed to change pose 1 to pose 2. Here, pose 1 can be the pose for rear-end parking, and pose 2 can be the pose for front-end parking.

[0135] Generally, the distance between the front overhang of a vehicle and the plane on which the vehicle is situated is less than the distance between the rear overhang and the plane on which the vehicle is situated. Therefore, when obstacle 1 is located on the non-parking side of the target parking space, the probability of the vehicle chassis scraping against obstacle 1 when the rear of the vehicle enters the target parking space is less than the probability of the vehicle chassis scraping against obstacle 1 when the front of the vehicle enters the target parking space, as shown in Figure 14-13-a. When the obstacle is located on the parking side of the target parking space, if the wheels can cross the obstacle, the impact of front and rear parking on the risk of scraping is minimal, as shown in Figure 14-13-b. Therefore, when obstacle 1 is located on the parking side of the target parking space, the user can adjust the parking posture. For example, the parking control interface can provide a control 703-1, as shown in Figure 15, for adjusting the parking posture. When the control 703-1 is clicked, the vehicle is switched from a rear-end parking posture to a front-end parking posture to control the vehicle to park in the target parking space. When obstacle 1 is located on the non-parking side around the target parking space, the vehicle defaults to a rear-end parking posture when parking in the target parking space, and the user is prompted that adjusting the parking posture is not supported. For example, the control for adjusting the parking posture is not provided to the user; or, the control 703-1 for adjusting the parking posture can still be provided in the parking control interface, and when the control 703-1 is clicked, the user is prompted with the dialog box 706 shown in Figure 16, "Low obstacle height is too high, adjusting parking posture is not supported at this time."

[0136] In some implementations, if there is a risk of collision between the vehicle chassis and obstacle 1 when the vehicle's air suspension is not raised, and it is determined that this risk will be eliminated after the air suspension is raised, then after the target parking space has been selected, dialog box 707 as shown in Figure 17 can be displayed: "Obstacles around the parking space are too high; air suspension will be raised." Further, when the "Start Parking" control is clicked, the vehicle controls the air suspension to rise, and dialog box 708 "Parking in progress, air suspension is rising" is displayed to inform the user of the vehicle's current status. During the air suspension raising process, or after the air suspension has risen to a preset or maximum position, the vehicle can be controlled to park in the target parking space. In some scenarios, if the "Pause Parking" control is clicked during the air suspension raising process, the air suspension raising can be paused.

[0137] In some implementations, the position of obstacle 1 relative to the vehicle can be displayed during automatic parking. For example, as shown in Figure 18, taking obstacle 1 as a curb, as the vehicle moves closer to the curb, the positional relationship between the vehicle and obstacle 1 can be displayed on the parking control interface, and the real-time environment of the vehicle can be displayed on the real-time environment information display interface. This environment includes the curb 802 and the 3D model 801 of the vehicle. The 3D model 801 can be in transparent mode to allow the user to better understand the positional relationship between the vehicle body and the obstacle.

[0138] In some implementations, during the user's selection of a target parking space, if the vehicle determines that the height of obstacles around certain parking spaces is too high, posing a risk of scraping the vehicle's chassis against the obstacles, the vehicle can set those parking spaces as unavailable. For example, parking spaces with excessively high surrounding obstacles, as indicated by icon 711 in Figure 19, cannot be selected as target parking spaces. Furthermore, upon detecting that the user clicks icon 711, a dialog box 712 can be displayed stating "The curb height difference is too large, easily causing scraping of the chassis; please select another parking space," to inform the user of the reason why the parking space cannot be selected.

[0139] In some implementations, when a user controls the vehicle's parking or movement via an electronic device associated with the vehicle, the device can also issue a collision risk warning to the user. This electronic device can include various handheld devices, wearable devices, computing devices, or other processing devices connected to a wireless modem with wireless communication capabilities. For example, it could be a watch, mobile phone, or tablet. The following explanation uses a mobile phone as the electronic device and illustrates parking control via the phone.

[0140] In one example, if an obstacle 1 exists in the path of the vehicle towards the target parking space, and a low-risk level alarm and / or a medium-risk level alarm is required, the vehicle can send relevant information to a mobile phone to display the interface shown in the leftmost figure of Figure 20. This interface includes a pop-up window 910, which includes an element 901 indicating that the vehicle is in a parking state, and a control 902 for controlling the paused parking. Furthermore, the pop-up window 910 may also include the text message "! Bumps detected in the driving trajectory, please be aware of the risk of scraping," to issue a scraping risk alarm.

[0141] In another example, as the vehicle is driving toward the target parking space, it can send information about the panoramic surround view to a mobile phone, so that the phone can display the interface shown in the middle of Figure 20, to indicate to the user the positional relationship between the vehicle and obstacle 1.

[0142] In another example, while the vehicle is moving towards the target parking space, if there is a risk of scraping between the vehicle's chassis and obstacle 1 when the vehicle's air suspension is not raised, and it is determined that the risk of scraping between the vehicle's chassis and obstacle 1 will be eliminated after the air suspension is raised, the vehicle can pause parking and send relevant information to the mobile phone. This causes the mobile phone to display the interface shown in the rightmost figure in Figure 20. The interface includes a pop-up window 920, which includes an element 921 indicating that the vehicle is in a paused parking state, a prompt message instructing the user to raise the air suspension, and controls 922 and 923. Further, when control 922 is detected to be clicked, the mobile phone sends information 1 to the vehicle to cause the vehicle to control the air suspension to raise; when control 923 is detected to be clicked, the mobile phone sends information 2 to the vehicle to cause the vehicle to continue parking.

[0143] For example, associating the aforementioned electronic device with the vehicle may include: the account used to log in to the electronic device and the vehicle being the same; or, although the accounts used to log in to the electronic device and the vehicle are different, both being accounts belonging to the authorized user of the vehicle; or, the electronic device being authorized by the authorized user of the vehicle, thereby establishing an association between the vehicle and the electronic device.

[0144] It should be noted that the elements, controls, and prompts included in the interfaces in the foregoing embodiments are merely illustrative examples. In actual implementation, each interface may also include other elements or controls, and the related text information may be different from the text information shown in the illustrations.

[0145] It should also be noted that the above embodiments use a central control screen or mobile phone as an example for illustrating the prompting device. In actual implementation, the prompting information in the above embodiments can also be displayed through other display devices such as the instrument panel screen, HUD, or other electronic devices associated with the vehicle. In addition, in actual implementation, prompts can also be made through cabin lighting devices, cabin sound devices, etc., to warn users of the risk of scratches.

[0146] Figure 21 shows another schematic flowchart of the control method provided in an embodiment of this application. This method can be executed by the vehicle 100 shown in Figure 1, or by electronic devices associated with the vehicle 100, or by the control module 220 shown in Figure 2. The method 1000 includes:

[0147] S1010, Obtain obstacle information and vehicle status information; wherein, the obstacle information indicates the height of the first obstacle, the first obstacle is an obstacle that affects the vehicle's driving or parking, and the vehicle status information indicates the current chassis status of the vehicle.

[0148] For example, obstacles affecting vehicle movement or parking may include at least one obstacle indicated by the obstacle information in method 300, i.e., obstacles that may cause the vehicle to bump or may scrape against the vehicle's chassis. The first obstacle may include obstacle 1 in the foregoing embodiments. A more specific method for filtering the foregoing at least one obstacle can be found in the description in S301, and will not be repeated here.

[0149] In some implementations, the current chassis status can indicate the vehicle's current chassis height, or it can indicate whether the vehicle's air suspension is raised.

[0150] S1020, based on obstacle information and vehicle status information, controls the vehicle-associated warning device to indicate the risk level of scraping between the first obstacle and the vehicle chassis.

[0151] In some implementations, the current chassis status includes the vehicle's current chassis height. S1020 can be further refined as follows: when the value of the current chassis height minus the height of the first obstacle is greater than the first height, the control prompting device prompts a first type of information; or, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the control prompting device prompts a second type of information; wherein, the scrape risk level indicated by the first type of information is less than the scrape risk level indicated by the second type of information, the first type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels cannot cross.

[0152] For example, the scrape risk level may include any one of the low risk level, medium risk level, and high risk level in method 300. Further, when the current chassis state of the vehicle indicates the current chassis height, the scrape risk level can be determined based on the difference between the current chassis height and the height of the first obstacle. The specific implementation method can be found in the description of method 300 and will not be repeated here.

[0153] For example, the first type of information may include the information indicating the location of the obstacle shown in FIG5, or it may also include the text information in dialog box 504 in FIG6; the second type of information may include the text information in dialog box 509 in FIG7; or, the first type of information may include elements 502 and 503 indicating the risk of chassis scraping in FIG6, and the second type of information may include elements 505 and 507 indicating the risk of chassis scraping in FIG7; or, the first type of information may also include the text information in dialog box 702 in FIG12, or the text information in dialog box 705 in FIG13, and the second type of information may include the text information in dialog box 712 in FIG19.

[0154] In some implementations, when the first obstacle is located in the path of the vehicle traveling towards the target location, the first height is a first value, a first type of information indicates that the first obstacle is an obstacle that the vehicle's wheels can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's wheels cannot cross; or, when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the first height is a second value, the first type of information indicates that the first obstacle is an obstacle that the vehicle's body can cross, and a second type of information indicates that the first obstacle is an obstacle that the vehicle's body cannot cross; wherein, the second value is less than the first value.

[0155] For example, the first value can be threshold 1 in method 300, and the second value can be threshold 2 in method 300.

[0156] In some implementations, the first type of information includes first information and second information, wherein the scrape risk level indicated by the first information is lower than the scrape risk level indicated by the second information; the control prompting device prompts the first type of information, including: when the current chassis height is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, the control prompting device prompts the first information; or, when the current chassis height is greater than the second height, the control prompting device prompts the second information.

[0157] For example, a vehicle's current chassis height being less than the second height can be understood as the vehicle's air suspension not being at its highest position. In some scenarios, the second height can be the vehicle's maximum chassis height.

[0158] For example, the first information may include information included in the interface shown in FIG5, such as the location of the obstacle, the distance between the obstacle and the vehicle, etc.; the second information may include information included in the interface shown in FIG6, such as element 502, element 503, etc.

[0159] In some scenarios, when both the first and second information include light information, the warning effect of the light information included in the first information is less than that of the light information included in the second information; or, when both the first and second information include audio information, the frequency and / or volume of the audio information included in the first information may be lower than the frequency and / or volume of the audio information included in the second information.

[0160] In some implementations, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the method further includes: when the current chassis height of the vehicle is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, controlling the air suspension of the vehicle to rise, or controlling the prompting device to prompt a third message, the third message instructing the air suspension of the vehicle to rise.

[0161] In some implementations, the first type of information and / or the second type of information also indicate the position of the first obstacle relative to the vehicle.

[0162] In some implementations, the method further includes: a control prompting device displaying a first interface, the first interface being used to display real-time images during vehicle driving or parking, the first interface further including a first model and / or a second model, the first model indicating the vehicle's position from a top-down view, and the second model indicating the vehicle's position from a three-dimensional view; the control prompting device prompting a first type of information, including: the control prompting device displaying the first model and first indication information, the first indication information being superimposed on a first position of the first model, the first position indicating the position of a first obstacle relative to the vehicle; or, the control prompting device displaying a first view of the second model, the first view being used to show the position of the first obstacle relative to the vehicle's chassis.

[0163] For example, the first interface can be the panoramic surround view interface in the foregoing embodiments, or the parking-related interface in the foregoing embodiments. The first model can be the top-down view model of the vehicle in the foregoing embodiments, and the second model can be the 3D model of the vehicle in the foregoing embodiments. The first instruction information can include element 601 shown in any one of Figures 8 to 10, or the first instruction information can also include any one of elements 612, 615, 616, 617, 618, and 619 in Figure 11. The first viewpoint can be the viewpoint shown in any one of the 3D views in Figures 8 to 10, or the first viewpoint can be any viewpoint shown in the 3D view in Figure 11.

[0164] In some implementations, when the difference between the current chassis height and the height of the first obstacle is greater than a first height, the method further includes: when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, and the difference between the current chassis height and the height of the first obstacle is less than or equal to a fourth height, controlling the vehicle to park in the target parking space in a first parking posture according to the position of the first obstacle relative to the target parking space; wherein, when the first obstacle is near the parking boundary of the target parking space, the first parking posture is a head-in parking posture or a tail-in parking posture; or, when the first obstacle is near other boundaries of the target parking space besides the parking boundary, the first parking posture is a tail-in parking posture.

[0165] For example, the first threshold can be a value between 3 cm and 5 cm, and the fourth height can be a value between 1 cm and 3 cm; or, the first threshold and the fourth height can be other values.

[0166] In some implementations, the method further includes: when the current chassis height is the maximum chassis height and the first obstacle is located near the boundary of the target parking space other than the parking boundary, in response to the first command, the control prompting device prompts the fourth information; wherein the first command is used to request that the first parking posture be adjusted to the head-in parking posture, and the fourth information indicates that the first parking posture is not adjustable.

[0167] In some implementations, the fourth information may also indicate the reason why the first berthing pose is not adjustable. For example, the first instruction may be an instruction generated upon detecting that the control 703-1 has been clicked, and the fourth information may include text information in dialog box 706 in FIG16.

[0168] In some implementations, when the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the method further includes: when the first obstacle is located in the path of the vehicle parking into the first parking space, or when the distance between the first obstacle and the boundary of the first parking space is less than or equal to the first threshold, in response to a second instruction, the control prompting device prompts a fifth message; wherein the second instruction is used to request that the first parking space be set as the target parking space; and the fifth message indicates that the first parking space is not available for parking.

[0169] In some implementations, the fifth information may also indicate the reason why the first parking space is unavailable. For example, the second instruction may be an instruction generated upon detecting that icon 711 has been clicked, and the fifth information may include text information in dialog box 712 in Figure 19.

[0170] In some implementations, when the difference between the current chassis height and the height of the first obstacle is less than or equal to the first height, the method further includes: when the first obstacle is located on the path of the vehicle traveling to the target location, controlling the vehicle to stop traveling, and / or controlling the vehicle to travel to the target location along a path that does not pass through the first obstacle; or, when the first obstacle is located on the path of the vehicle parking in the target parking space, or when the distance between the first obstacle and the boundary of the target parking space is less than or equal to the first threshold, controlling the vehicle to park in another parking space.

[0171] In some implementations, S1020 can be further refined as follows: when the vehicle is in motion, the control prompt device switches from displaying the second interface to displaying the third interface, and indicates the level of collision risk through the third interface; wherein, the third interface is used to display real-time images during the vehicle's driving or parking process, and the second interface is used to display other information besides the real-time images.

[0172] For example, the third interface can be the panoramic view interface in the foregoing embodiments. The second interface can display navigation information, a homepage, etc., or it can also be the running interface of other applications.

[0173] The control method provided in this application can alert the vehicle's chassis to the risk of scraping against a low or negative obstacle detected during vehicle operation or parking. When the vehicle is in human-driven mode, it can prevent unexpected bumps or scrapes caused by the driver's failure to notice the obstacle; when the driver notices the obstacle, it can reduce the likelihood of the driver making incorrect judgments about the obstacle's height, leading to erroneous decisions. When the vehicle is in autonomous driving or human-machine co-driving mode, it allows the vehicle's occupants to have psychological expectations of the vehicle's subsequent decisions and behaviors, increasing their sense of security and trust in the vehicle.

[0174] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0175] The methods provided by the embodiments of this application have been described in detail above with reference to Figures 1 to 21. The apparatus provided by the embodiments of this application will now be described in detail with reference to Figures 22 and 23. It should be understood that the descriptions of the apparatus embodiments correspond to the descriptions of the method embodiments; therefore, any content not described in detail can be found in the above-described method embodiments, and for the sake of brevity, will not be repeated here.

[0176] Figure 22 shows a schematic block diagram of a control device 2000 provided in an embodiment of this application. The device 2000 may include units for executing the methods described in the foregoing embodiments. Furthermore, each unit in the device 2000 implements a corresponding process of the above method embodiments. The device 2000 includes an acquisition unit 2010, which can be used to implement corresponding data acquisition or transmission / reception functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0177] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the aforementioned method embodiments.

[0178] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0179] It should also be understood that the device 2000 described herein is embodied in the form of a functional unit. The terms “module” or “unit” may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0180] The apparatuses described above have the function of implementing the corresponding steps in the methods described above. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0181] Exemplarily, the acquisition unit 2010 and processing unit 2020 can be disposed in the vehicle 100 shown in FIG. 1, or they can also be disposed in the system shown in FIG. 2. More specifically, the acquisition unit 2010 and processing unit 2020 can be disposed in the control module 220. Exemplarily, the operations performed by the acquisition unit 2010 and processing unit 2020 can be performed by a single processor, or they can be performed by different processors. In specific implementation, the one or more processors can be processors disposed in the vehicle 100 shown in FIG. 1; or, the device 2000 can be a chip disposed in the vehicle 100.

[0182] In the specific implementation process, the units in the above device can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0183] Figure 23 is another schematic block diagram of the control device provided in an embodiment of this application. The device 2100 shown in Figure 23 may include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, transceiver 2120, and memory 2130 are connected via internal interconnection paths. The memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0184] It should be noted that the transceiver 2120 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to realize communication between device 2100 and other devices or communication networks.

[0185] Memory 2130 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes a variety of forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0186] Transceiver 2120 uses transceiver devices, such as but not limited to transceivers, to enable communication between device 2100 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0187] This application also provides an intelligent driving device, which includes the device 2000 or device 2100 in the above embodiments.

[0188] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0189] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0190] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0191] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0192] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0193] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0194] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0195] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0196] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0197] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0198] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method characterized by, include: Obtain obstacle information and vehicle status information; The obstacle information indicates the height of the first obstacle, which is an obstacle that affects the vehicle's driving or parking. The vehicle status information indicates the current chassis status of the vehicle. Based on the obstacle information and the vehicle status information, the vehicle-associated warning device is controlled to indicate the risk level of collision between the first obstacle and the chassis of the vehicle.

2. The method of claim 1, wherein, The current chassis status includes the current chassis height of the vehicle, and the warning device associated with the vehicle indicates the risk level of a collision between the first obstacle and the chassis of the vehicle, including: When the difference between the current chassis height and the height of the first obstacle is greater than a first height, the prompting device is controlled to display a first type of information; or... When the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the prompting device is controlled to display a second type of information. Wherein, the scratch risk level indicated by the first type of information is lower than the scratch risk level indicated by the second type of information, the first type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels cannot cross.

3. The method of claim 2, wherein, When the first obstacle is located in the path of the vehicle traveling towards the target location, the first height is a first value, the first type of information indicates that the first obstacle is an obstacle that the vehicle's wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle's wheels cannot cross; or... When the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the first height is a second value, the first type of information indicates that the first obstacle is an obstacle that the vehicle body can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body cannot cross. The second value is less than the first value.

4. The method according to claim 2 or 3, characterized in that, The first type of information includes first information and second information, wherein the scratch risk level indicated by the first information is lower than the scratch risk level indicated by the second information; The control of the prompting device to prompt the first type of information includes: When the current chassis height is less than the second height, and the value of the vehicle's maximum chassis height minus the height of the first obstacle is less than or equal to the third height, the prompting device is controlled to display the first information; or, When the current chassis height is greater than the second height, the prompting device is controlled to display the second information.

5. The method according to any one of claims 2 to 4, characterized in that, When the difference between the current chassis height and the height of the first obstacle is less than or equal to the first height, the method further includes: When the current chassis height of the vehicle is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, the air suspension of the vehicle is controlled to rise, or the prompting device is controlled to display a third message, the third message indicating that the air suspension of the vehicle be raised.

6. The method according to any one of claims 2 to 5, characterized in that, The first type of information and / or the second type of information also indicate the position of the first obstacle relative to the vehicle.

7. The method of claim 6, wherein, The method further includes: The prompting device is controlled to display a first interface, which is used to display real-time images of the vehicle during driving or parking. The first interface also includes a first model and / or a second model, where the first model indicates the position of the vehicle from a top-down view and the second model indicates the position of the vehicle from a three-dimensional view. The control of the prompting device to prompt the first type of information includes: The system controls the prompting device to display a first model and first indication information, wherein the first indication information is superimposed on a first position of the first model, and the first position indicates the position of the first obstacle relative to the vehicle; or... The prompting device is controlled to display a first view of the second model, which is used to show the position of the first obstacle relative to the chassis of the vehicle.

8. The method according to any one of claims 2 to 7, characterized in that, When the difference between the current chassis height and the height of the first obstacle is greater than the first height, the method further includes: When the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, and the value of the current chassis height minus the height of the first obstacle is less than or equal to a fourth height, the vehicle is controlled to park in the target parking space in a first parking position according to the position of the first obstacle relative to the target parking space. Wherein, when the first obstacle is located near the parking boundary of the target parking space, the first parking pose is a head-in parking pose or a tail-in parking pose; or, when the first obstacle is located near a boundary of the target parking space other than the parking boundary, the first parking pose is a tail-in parking pose.

9. The method according to claim 8, characterized in that, The method further includes: When the current chassis height is the maximum chassis height, and the first obstacle is located near the boundary of the target parking space other than the parking boundary, the prompting device is controlled to prompt the fourth information in response to the first command. The first instruction is used to request that the first berthing pose be adjusted to the head berthing pose, and the fourth information indicates that the first berthing pose is not adjustable.

10. The method according to claim 2 or 3, characterized in that, When the difference between the current chassis height and the height of the first obstacle is less than or equal to the first height, the method further includes: When the first obstacle is located in the path of the vehicle parking into the first parking space, or when the distance between the first obstacle and the boundary of the first parking space is less than or equal to the first threshold, the prompting device is controlled to prompt the fifth information in response to the second instruction. The second instruction is used to request that the first parking space be set as the target parking space; the fifth information indicates that the first parking space is not available for parking.

11. The method according to claim 2 or 3, characterized in that, When the difference between the current chassis height and the height of the first obstacle is less than or equal to the first height, the method further includes: When the first obstacle is located in the path of the vehicle traveling towards the target location, control the vehicle to stop traveling, and / or control the vehicle to travel towards the target location along a path that does not pass through the first obstacle; or... When the first obstacle is located in the path of the vehicle to the target parking space, or when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the vehicle is controlled to park in another parking space.

12. The method according to any one of claims 1 to 11, characterized in that, The warning device associated with the vehicle indicates the risk level of a collision between the first obstacle and the chassis of the vehicle, including: When the vehicle is in motion, the prompting device is controlled to switch from displaying the second interface to displaying the third interface, and the third interface indicates the level of the scratch risk. The third interface is used to display real-time images of the vehicle during driving or parking, while the second interface is used to display other information besides the real-time images.

13. A control device, characterized in that, include: The acquisition unit is used to acquire obstacle information and vehicle status information; The obstacle information indicates the height of the first obstacle, which is an obstacle that affects the vehicle's driving or parking. The vehicle status information indicates the current chassis status of the vehicle. The processing unit is configured to control the vehicle-associated warning device to indicate the risk level of collision between the first obstacle and the chassis of the vehicle, based on the obstacle information and the vehicle status information.

14. The apparatus according to claim 13, characterized in that, The current chassis status includes the current chassis height of the vehicle, and the processing unit is used for: When the difference between the current chassis height and the height of the first obstacle is greater than a first height, the prompting device is controlled to display a first type of information; or... When the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the prompting device is controlled to display a second type of information. Wherein, the scratch risk level indicated by the first type of information is lower than the scratch risk level indicated by the second type of information, the first type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body or wheels cannot cross.

15. The apparatus according to claim 14, characterized in that, When the first obstacle is located in the path of the vehicle traveling towards the target location, the first height is a first value, the first type of information indicates that the first obstacle is an obstacle that the vehicle's wheels can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle's wheels cannot cross; or... When the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the first height is a second value, the first type of information indicates that the first obstacle is an obstacle that the vehicle body can cross, and the second type of information indicates that the first obstacle is an obstacle that the vehicle body cannot cross. The second value is less than the first value.

16. The apparatus according to claim 14 or 15, characterized in that, The first type of information includes first information and second information, wherein the scratch risk level indicated by the first information is lower than the scratch risk level indicated by the second information; The processing unit is used for: When the current chassis height is less than the second height, and the value of the vehicle's maximum chassis height minus the height of the first obstacle is less than or equal to the third height, the prompting device is controlled to display the first information; or, When the current chassis height is greater than the second height, the prompting device is controlled to display the second information.

17. The apparatus according to any one of claims 14 to 16, characterized in that, When the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit is further configured to: When the current chassis height of the vehicle is less than the second height, and the value of the maximum chassis height of the vehicle minus the height of the first obstacle is less than or equal to the third height, the air suspension of the vehicle is controlled to rise, or the prompting device is controlled to display a third message, the third message indicating that the air suspension of the vehicle be raised.

18. The apparatus according to any one of claims 14 to 17, characterized in that, The first type of information and / or the second type of information also indicate the position of the first obstacle relative to the vehicle.

19. The apparatus according to claim 18, characterized in that, The processing unit is also used for: The prompting device is controlled to display a first interface, which is used to display real-time images of the vehicle during driving or parking. The first interface also includes a first model and / or a second model, where the first model indicates the position of the vehicle from a top-down view and the second model indicates the position of the vehicle from a three-dimensional view. The control of the prompting device to prompt the first type of information includes: The system controls the prompting device to display a first model and first indication information, wherein the first indication information is superimposed on a first position of the first model, and the first position indicates the position of the first obstacle relative to the vehicle; or... The prompting device is controlled to display a first view of the second model, which is used to show the position of the first obstacle relative to the chassis of the vehicle.

20. The apparatus according to any one of claims 14 to 19, characterized in that, When the value of the current chassis height minus the height of the first obstacle is greater than the first height, the processing unit is further configured to: When the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, and the value of the current chassis height minus the height of the first obstacle is less than or equal to a fourth height, the vehicle is controlled to park in the target parking space in a first parking position according to the position of the first obstacle relative to the target parking space. Wherein, when the first obstacle is located near the parking boundary of the target parking space, the first parking pose is a head-in parking pose or a tail-in parking pose; or, when the first obstacle is located near a boundary of the target parking space other than the parking boundary, the first parking pose is a tail-in parking pose.

21. The apparatus according to claim 20, characterized in that, The processing unit is also used for: When the current chassis height is the maximum chassis height, and the first obstacle is located near the boundary of the target parking space other than the parking boundary, the prompting device is controlled to prompt the fourth information in response to the first command. The first instruction is used to request that the first berthing pose be adjusted to the head berthing pose, and the fourth information indicates that the first berthing pose is not adjustable.

22. The apparatus according to claim 14 or 15, characterized in that, When the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit: When the first obstacle is located in the path of the vehicle parking into the first parking space, or when the distance between the first obstacle and the boundary of the first parking space is less than or equal to the first threshold, the prompting device is controlled to prompt the fifth information in response to the second instruction. The second instruction is used to request that the first parking space be set as the target parking space; the fifth information indicates that the first parking space is not available for parking.

23. The apparatus according to claim 14 or 15, characterized in that, When the value of the current chassis height minus the height of the first obstacle is less than or equal to the first height, the processing unit is further configured to: When the first obstacle is located in the path of the vehicle traveling towards the target location, control the vehicle to stop traveling, and / or control the vehicle to travel towards the target location along a path that does not pass through the first obstacle; or... When the first obstacle is located in the path of the vehicle to the target parking space, or when the distance between the first obstacle and the boundary of the target parking space is less than or equal to a first threshold, the vehicle is controlled to park in another parking space.

24. The apparatus according to any one of claims 13 to 23, characterized in that, The processing unit is also used for: When the vehicle is in motion, the prompting device is controlled to switch from displaying the second interface to displaying the third interface, and the third interface indicates the level of the scratch risk. The third interface is used to display real-time images of the vehicle during driving or parking, while the second interface is used to display other information besides the real-time images.

25. A control device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 12.

26. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, implement the method as described in any one of claims 1 to 12.

27. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 12.

28. A computer program product, characterized in that, The computer program product includes: computer program code, which, when executed by a processor, implements the method as described in any one of claims 1 to 12.

29. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 13 to 25, or the computer-readable storage medium as described in claim 26, or the chip as described in claim 27, or the vehicle is equipped with the computer program product as described in claim 28.

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