CN114924554A

CN114924554A - Remote vehicle control method, vehicle, system, device, and computer storage medium

Info

Publication number: CN114924554A
Application number: CN202110056694.0A
Authority: CN
Inventors: 胡斯博; 黄露
Original assignee: Changsha Intelligent Driving Research Institute Co Ltd
Current assignee: Changsha Intelligent Driving Research Institute Co Ltd
Priority date: 2021-01-15
Filing date: 2021-01-15
Publication date: 2022-08-19
Also published as: WO2022152080A1

Abstract

The application discloses a remote vehicle control method, a vehicle, a system, equipment and a computer storage medium. The remote vehicle control method is applied to a first vehicle, wherein the first vehicle comprises a first operating mechanism and a first executing mechanism; the method comprises the following steps: acquiring an operation instruction, wherein the operation instruction is generated in response to the input aiming at the first operation mechanism; when the first vehicle is in a first driving mode, controlling the first executing mechanism according to the operation instruction; when the first vehicle is in a second driving mode, sending the operation instruction to a second vehicle; wherein the first actuator does not respond to the operating command when the first vehicle is in the second driving mode. The embodiment of the application can effectively reduce the hardware configuration cost; meanwhile, in the application occasion of vehicle formation, the processing efficiency of the condition that the second vehicle is separated from the vehicle team can be effectively improved.

Description

Remote vehicle control method, vehicle, system, device, and computer storage medium

Technical Field

The present application belongs to the field of vehicle driving technology, and in particular, to a remote vehicle control method, a vehicle, a system, a device, and a computer storage medium.

Background

With the development of vehicle driving technology, autonomous vehicles have gradually appeared in the lives of people. Currently, some autonomous vehicles may be used for collaborative formation, i.e. a fleet of vehicles, wherein the autonomous vehicles may travel as following vehicles following a lead. However, during driving, autonomous vehicles may depart from the fleet due to complex road conditions, etc. In the prior art, aiming at such unexpected situations, a separate remote simulation cockpit is often needed to manage the control of the vehicles departing from the fleet, so that the hardware configuration cost required by the remote vehicle control is high.

Disclosure of Invention

The embodiment of the application provides a remote vehicle control method, a vehicle, a system, equipment and a computer storage medium, and can solve the problem that in the prior art, a separate remote simulation cockpit needs to be used, so that the cost of hardware configuration required by remote vehicle control is high.

In one aspect, an embodiment of the present application provides a remote vehicle control method, which is applied to a first vehicle, where the first vehicle includes a first operating mechanism and a first executing mechanism; the method comprises the following steps:

acquiring an operation instruction, wherein the operation instruction is generated in response to the input aiming at the first operation mechanism;

when the first vehicle is in a first driving mode, controlling the first executing mechanism according to the operation instruction;

when the first vehicle is in a second driving mode, sending the operation instruction to a second vehicle; when the first vehicle is in the second driving mode, the first execution mechanism does not respond to the operation instruction, and the operation instruction is used for controlling a second execution mechanism included in the second vehicle.

In another aspect, an embodiment of the present application provides a first vehicle, including a first operating mechanism, a first executing mechanism, and a first controller, where the first controller includes:

the first acquisition module is used for acquiring an operation instruction, and the operation instruction is generated in response to the input aiming at the first operation mechanism;

the control module is used for controlling the first execution mechanism according to the operation instruction when the first vehicle is in a first driving mode; the control module is further used for controlling the first executing mechanism not to respond to the operation instruction when the first vehicle is in a second driving mode;

the sending module is used for sending the operation instruction to a second vehicle when the first vehicle is in a second driving mode; and the operation instruction is used for controlling a second execution mechanism included in the second vehicle.

In yet another aspect, an embodiment of the present application provides a remote vehicle control system, including a first vehicle and a second vehicle; the first vehicle comprises a first operating mechanism, a first actuator, a first HMI, a first OBU and a first controller, and the second vehicle comprises a second operating mechanism, a second actuator, a second OBU and a second controller;

the first HMI and the first OBU are both connected with the first controller, and the second OBU is connected with the second controller; the first OBU is in communication connection with the second OBU;

the first HMI is configured to receive a driving selection input;

the first controller is configured to set the first vehicle to a first driving mode or to a second driving mode according to the driving selection input; the first controller is further used for controlling the first executing mechanism according to an operation instruction when the first vehicle is in a first driving mode; the control module is further used for controlling the first executing mechanism not to respond to the operation instruction when the first vehicle is in a second driving mode; the operating instruction is generated in response to input aiming at the first operating mechanism;

the first OBU is used for sending the operation instruction to the second OBU when the first vehicle is in a second driving mode;

the second controller is used for controlling the second execution mechanism according to the operation instruction received by the second OBU when the first vehicle is determined to be in the second driving mode.

In another aspect, an embodiment of the present application provides an electronic device, where the electronic device includes: a processor and a memory storing computer program instructions;

the processor, when executing the computer program instructions, implements the above-described method of controlling a remote vehicle.

In yet another aspect, embodiments of the present application provide a computer storage medium having computer program instructions stored thereon, which when executed by a processor implement the remote vehicle control method described above.

The remote vehicle control method, the vehicle, the system, the device and the computer storage medium of the embodiment of the application can respond to the input of a first operating mechanism on a first vehicle to generate an operating instruction, and control a first executing mechanism of the first vehicle according to the operating instruction when the first vehicle is in a first driving mode, and the first executing mechanism does not respond to the operating instruction and sends the operating instruction to a second vehicle when the first vehicle is in a second driving mode, so that the remote driving of the second vehicle is facilitated. According to the embodiment of the application, the remote vehicle control of the first vehicle to the second vehicle can be realized under the condition that an independent remote simulation cockpit is not additionally arranged, so that the hardware configuration cost is effectively reduced; meanwhile, in the application occasion of vehicle formation, the processing efficiency of the condition that the second vehicle is separated from the vehicle team can be effectively improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a schematic diagram of a connection topology between a first vehicle and a second vehicle in an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a first vehicle in an embodiment of the present application;

FIG. 3 is a schematic flow chart diagram of a remote vehicle control method provided by an embodiment of the present application;

FIG. 4 is a schematic diagram of determining whether a following vehicle deviates from a normal driving track in the embodiment of the present application;

FIG. 5 is a schematic diagram of determining a target width range in an embodiment of the present application;

fig. 6 is a schematic flowchart of a determination and processing for following vehicle departing from a fleet in a specific application example of the embodiment of the present application;

FIG. 7 is a logic diagram of a remote vehicle control method provided by an embodiment of the present application in a specific application example;

FIG. 8 is a schematic structural diagram of a first vehicle provided in an embodiment of the present application;

fig. 9 is a schematic structural diagram of an electronic device provided in an embodiment of the present application.

Detailed Description

Features of various aspects and exemplary embodiments of the present application will be described in detail below, and in order to make objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of, and not restrictive on, the present application. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the present application by illustrating examples thereof.

It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

In order to solve the problem of the prior art, the embodiment of the application provides a remote vehicle control method, a vehicle, a device and a computer storage medium.

The remote vehicle control method provided by the embodiment of the application can be applied to a first vehicle, and some optional configurations and application scenarios of the first vehicle are described below with reference to fig. 1.

As shown in fig. 1, the first vehicle 10 may be a lead vehicle in a cooperative formation, and in the cooperative formation, there may also be at least one second vehicle 20, and the second vehicle 20 may be considered a follow-up vehicle.

The first Vehicle 10 and the second Vehicle 20 may communicate with each other through a communication Unit, specifically, may communicate through network communication technologies such as 4G and 5G, may communicate through Vehicle-to-Vehicle (V2V) communication technology, or communicate through a Road Side Unit (RSU), and the like, which is not limited in this respect. Based on the communication unit, data transmission can be performed between the first vehicle 10 and the second vehicle 20, for example, type data such as vehicle position, control instruction, vehicle state, or real-time video can be transmitted; these types of data can be transmitted in a unidirectional manner or in a bidirectional manner, and can be set according to actual needs.

With particular reference to the first vehicle 10, may include a first operating mechanism, a first actuator, and a controller; the first operating mechanism can be a structure which can be directly operated by a user during driving, such as a steering wheel, a brake pedal, an accelerator pedal or a gear operating lever; accordingly, the first actuator can be a steering actuator, a brake, a throttle or a gear, etc.

The first operating mechanism and the first actuator may be connected by a controller, and it is easy to understand that the controller may be regarded as a general term of a structure capable of being used for signal Processing, for example, the controller may be a Central Processing Unit (CPU), an Electronic Control Unit (ECU), a Micro Control Unit (MCU), or the like; the controller may be a unitary or distributed structure.

Generally, the controller is a distributed structure in the first vehicle 10, for example, the controller may include an electronic control unit 11 (i.e., ECU), and the connection between the first operating mechanism and the first actuator may be mainly performed through the ECU. Further, as shown in fig. 2, the controller may further include an in-vehicle computing unit 12; accordingly, the first vehicle 10 may further include a Human Machine Interface (HMI) 13 and an On Board Unit (OBU) 14, and the HMI, OBU, and ECU may be connected to the On board computing Unit 12.

Taking the example that the first operating mechanisms include an electronic power steering gear, an electronic accelerator pedal and an electronic brake pedal, these first operating mechanisms may be configured to receive an input from a user and generate corresponding signals accordingly, and for convenience of distinction, the signals may be referred to as operating commands hereinafter, in other words, the signals may be described as the ECU connected to an input of the electronic power steering gear, an input of the brake-by-wire and an input of the accelerator-by-wire.

The vehicle-mounted computing unit 12 is connected with the ECU, and information transmission and interaction can be carried out between the vehicle-mounted computing unit 12 and the ECU; of course, the on-board computing unit 12 may connect the HMI with the OBU; in connection with some application scenarios, the ECU may send operating instructions for the electronic power steering, the electronic accelerator pedal, and the electronic brake pedal to the onboard computing unit 12, and the onboard computing unit 12 may send the operating instructions to the HMI display, or may also send the operating instructions to the OBU, which may send the operating instructions to the second vehicle 20 via the V2V communication protocol.

Of course, the above is merely an example of some applications of the ECU, the on-board computing unit 12, the HMI and the OBU, and in practical applications, the functions of the above components that can be realized may be set according to actual needs; for example: the ECU may also receive signals generated in response to inputs to a first operating mechanism such as a wiper operating lever, a turn signal operating lever, etc.; the HMI may also display video from the second vehicle 20; the OBU may also communicate with the RSU to transmit information about the first vehicle 10, etc., not to mention here.

In addition, the vehicle-mounted computing unit 12 may be connected to sensors required for vehicle formation, such as inertial navigation sensors, cameras, or radar.

Referring again to fig. 1, the second vehicle 20 may be similar in construction to the first vehicle 10, for example, the second vehicle 20 may also include OBUs, HMIs, ECU on-board computing unit 12, sensors, and the like, and will not be described again. In the following embodiments, the first vehicle 10 will be mainly used as an example for description, and the components mentioned may be regarded as components in the first vehicle 10 unless particularly emphasized.

In addition, for the first vehicle 10 and the second vehicle 20, respective driving modes may be implemented. For example, the first vehicle 10 may implement a manual driving mode or an automatic driving mode, while the second vehicle 20 may implement an automatic driving mode, which may be implemented by the prior art. Of course, in the embodiment of the present application, the first vehicle 10 may also implement a remote driving mode, and the specific implementation of the driving mode will be described in detail in the following embodiments.

On the basis of the above descriptions of the first vehicle 10 and the second vehicle 20, the following description is first made of a remote vehicle control method provided in the embodiment of the present application.

Fig. 3 shows a flowchart of a remote vehicle control method according to an embodiment of the present application. The remote vehicle control method may be applied to a first vehicle including a first operating mechanism and a first actuator, and as shown in fig. 3, the remote vehicle control method may include:

step 301, acquiring an operation instruction, wherein the operation instruction is generated in response to an input aiming at the first operation mechanism;

step 302, when the first vehicle is in a first driving mode, controlling the first executing mechanism according to the operation instruction;

step 303, when the first vehicle is in a second driving mode, sending the operation instruction to a second vehicle; when the first vehicle is in the second driving mode, the first executing mechanism does not respond to the operation instruction, and the operation instruction is used for controlling a second executing mechanism included in the second vehicle.

As described above, as for the first operating mechanism, there may be a structure that the user can directly operate, such as a steering wheel, a brake pedal, or an accelerator pedal, etc.; the input to the first operating mechanisms may refer to an operating action for these first operating mechanisms. It will be readily appreciated that a user entering an input to the first operating mechanism may typically trigger an associated electronic component such as a sensor to generate a corresponding operating command, for example, a command to steer, accelerate or brake the vehicle.

In this embodiment, different processing may be performed for these operation instructions according to the driving mode in which the first vehicle is located. The driving mode may be a manual driving mode, an automatic driving mode, or a remote driving mode, etc. It is easily understood that the manual driving mode may refer to the driving of the first vehicle directly by the driver user, and the automatic driving mode may refer to the automatic driving of the first vehicle based on the vehicle controller and various sensors. In the remote driving mode, to a certain extent, the first vehicle can realize the function of a remote simulation control cabin, that is, the remote vehicle control can be performed for the second vehicle.

For example, the first driving mode described above may be a manual driving mode, and the second driving mode may be a remote driving mode.

In the first driving mode, the operation instruction may be used to control the first actuator, for example, the first actuator may be a steering actuator, a brake, a throttle, or the like, and based on the operation instruction, the steering actuator may be controlled to steer, or a change in the opening degree of the brake may be controlled, or a change in the opening degree of the throttle, or the like may be controlled, so as to control the movement of the first vehicle. In other words, in the first driving mode, the user can perform regular driving for the first vehicle itself.

In the second driving mode, the communication connection between the first operating mechanism and the first executing mechanism is in a specific state, and in the specific state, the operating instruction does not enable the first executing mechanism to perform corresponding actions; meanwhile, in the second driving mode, the above-described operation instruction may be transmitted to the second vehicle to remotely drive the second vehicle. In practical applications, the second vehicle may control its second actuator to operate according to the operation commands. In other words, at this time, the user input to the first operating mechanism at the first vehicle may ultimately be made to the second actuator of the second vehicle.

In conjunction with the above-mentioned configuration of the first vehicle, the controller may include an ECU and an in-vehicle computing unit; in the second driving mode, the ECU may shut off signals output from the electronic power steering, the electronic accelerator pedal, and the electronic brake pedal to the underlying first actuator of the host vehicle, and the first actuator of the first vehicle may not respond to the user's input to the steering wheel, the accelerator pedal, and the brake pedal of the first vehicle. Meanwhile, after receiving the operation instruction, the ECU may forward the operation instruction to the vehicle-mounted computing unit for analysis, and the analysis data may be transmitted to the second vehicle through the communication unit.

Of course, the above is some examples of the processing manner of the operation command generated in the first vehicle in the second driving mode, and the specific configuration of the above controller or the selection of the communication manner may be set according to actual needs, which is not listed here.

In addition, in practical applications, the determination of the first driving mode and the second driving mode may be performed based on a selection input of a user, or may be determined according to a default setting, for example, after the formation of vehicles is completed, the first vehicle may default to the first driving mode. In addition, in some possible embodiments, the first driving mode may also be an automatic driving mode, in some special cases, the driver may intervene manually in the travel of the vehicle by operating the first operating mechanism described above.

In combination with the application scene of vehicle formation, a first vehicle can be used as a leading vehicle, and a second vehicle can be used as a following vehicle; when the second vehicle normally runs, the driver user of the first vehicle can carry out conventional driving on the first vehicle, and when the second vehicle is separated from the fleet, the driver user of the first vehicle can directly realize remote driving on the second vehicle through input of the first operating mechanism of the first vehicle.

The remote vehicle control method provided by the embodiment of the application is applied to a first vehicle, can respond to the input of a first operating mechanism on the first vehicle to generate an operating instruction, and controls a first executing mechanism of the first vehicle according to the operating instruction when the first vehicle is in a first driving mode, and does not respond to the operating instruction and sends the operating instruction to a second vehicle when the first vehicle is in a second driving mode, so that the remote driving of the second vehicle is facilitated. According to the embodiment of the application, the remote vehicle control of the first vehicle to the second vehicle can be realized under the condition that an independent remote simulation cockpit is not additionally arranged, so that the hardware configuration cost is effectively reduced; meanwhile, in the application occasion of vehicle formation, the processing efficiency of the condition that the second vehicle is separated from the vehicle group can be effectively improved.

Optionally, in order to facilitate switching of the first vehicle between the first driving mode and the second driving mode, in this embodiment, before acquiring the operation instruction in step 301, the remote vehicle control method further includes:

receiving a driving mode selection input;

setting the first vehicle to a first driving mode when the driving mode selection input indicates that the first driving mode is selected;

acquiring a vehicle state when the driving mode selection input indicates that the second driving mode is selected, and setting the first vehicle to the second driving mode when the vehicle state satisfies a target condition.

In connection with the description of the first vehicle in the above embodiment, the first vehicle may include an HMI in which controls for switching the driving mode of the vehicle may be displayed, and the user switches the driving mode of the first vehicle by operating these controls. Of course, in some practical application scenarios, the control may also be replaced by a key or a knob of an entity, which is not limited herein, and for simplifying the description, the following description will mainly take the input of the user on the HMI as an example.

Specifically, the operation of the control by the user may be regarded as a driving mode selection input; the first vehicle may be set to the first driving mode when the driving mode selection input indicates that the first driving mode is selected.

Since the first operating mechanism of the first vehicle is used when the second vehicle is subjected to remote vehicle control by the first vehicle, and the first actuator such as an accelerator, a brake, or the like of the first vehicle may not be controlled during the remote vehicle control; therefore, in order to ensure the safety of the first vehicle, when the driving mode selection input indicates that the first driving mode is selected, it is necessary to further acquire the vehicle state of the first vehicle, and when the vehicle state satisfies the target condition, the first vehicle is set to the second driving mode.

In combination with some specific application scenarios, the target condition may be that the first vehicle is in a parking state, and of course, the target condition may also be further set according to safety requirements, for example, the handbrake is effectively pulled, and the like.

In an alternative embodiment, the target condition may further comprise that a brake pedal of the first vehicle is triggered. The triggering may be mainly a process in which a brake pedal of the first vehicle is depressed. With reference to an example, after receiving a driving mode selection input indicating that the first driving mode is selected, it may be determined whether the first vehicle gear is in the parking position and the handbrake is effective, and if these conditions are met, the driving mode may be switched to a remote master control driving mode waiting state, that is, a second driving mode waiting state; in the remote driving mode waiting state, if the brake pedal of the first vehicle is further detected to be pressed down, the remote main control driving mode is switched to the activation state, namely, the second driving mode is entered.

From the perspective of the second vehicle, after receiving a driving mode selection input indicating that the first driving mode is selected, the first vehicle may send a remote controlled driving mode waiting instruction to the second vehicle, and the second vehicle enters a remote controlled driving mode waiting state according to the remote controlled driving mode waiting instruction; when the brake pedal of the first vehicle is stepped on, a remote controlled driving mode activating instruction is generated and sent to the second vehicle, the second vehicle enters a remote controlled driving mode according to the remote controlled driving mode activating instruction, and then the second executing mechanism of the second vehicle can be controlled to act according to an operation instruction sent by the first vehicle.

In combination with the application scenarios of the vehicle formation, when the brake pedal of the first vehicle is pressed down, a brake command is correspondingly sent to the remotely controlled second vehicle, and the brake command can be used as a remotely controlled driving mode activation command to activate the remotely controlled driving mode of the second vehicle. Of course, other approaches may also be used: such as the first vehicle adding a physical button to initiate activation of remote driving, or the HMI adding a remote driving activated button. However, when the remote driving is activated, a brake command is sent to the second vehicle, so that the second vehicle can be stopped when the remote driving is activated, and the driving safety of the second vehicle is effectively improved.

In one example application, when each vehicle in the formation of vehicles is normally traveling, the first vehicle may be in a first driving mode, the driver user may drive only the first vehicle, and the second vehicle may be in an autonomous driving mode to follow the first vehicle; when a certain second vehicle is separated from the normal vehicle following range of the vehicle formation, a driver user can firstly stop the first vehicle at a safe position, switch the gear to the P gear, pull up the hand brake, then select to switch to the second driving mode on the HMI, at the moment, enter a waiting state of the second driving mode, and after the driver user steps on the brake pedal, enter the second driving mode, at the moment, the driver user can remotely drive the second vehicle, and drive the second vehicle to the normal vehicle following range.

It is easy to understand that, in the second vehicle, a visual sensing device of a camera or the like type may be installed, so that the driving environment of the second vehicle may be transmitted to the first vehicle in real time by means of a video stream, and the first vehicle may further play the video stream on the HMI, so that when a driver user of the first vehicle drives the second vehicle remotely, the driving environment of the second vehicle, such as a road, an obstacle, a traffic sign or the like, may be acquired in real time, thereby achieving safe driving of the second vehicle.

Of course, in some possible embodiments, the video stream may be obtained by the mobile terminal. For simplicity of description, the embodiments of the present application will be mainly described by taking an example of displaying based on an HMI as an example.

In the application of vehicle formation, the driving distance between the first vehicle and the second vehicle is usually controlled within a certain range, and when the second vehicle is out of the normal vehicle following range, if the distance can be found in time, the distance between the first vehicle and the second vehicle can be always controlled within a controllable range. Based on this, the first vehicle can be connected with the second vehicle through V2V communication technology, and the operation instruction and the data such as video stream can be transmitted through V2V communication technology.

Compared with the network communication technologies such as 4G or 5G, the communication quality of the V2V communication technology can completely meet the requirement of remote driving within a certain range, so that the remote driving in the automatic team driving system can be used under the condition that any network signal is not good, for example, under the condition that some field scenes have no good 4G or 5G network technology working conditions, the remote vehicle driving function can still be realized, and the reliability of remote vehicle control is effectively improved.

In addition, as shown above, the first vehicle and the second vehicle may be configured with OBUs, and in practical applications, V2V communication between the first vehicle and the second vehicle may be realized through the OBUs.

In the application scenario of the vehicle formation, the concept of a normal vehicle following range is mentioned, the normal vehicle following range may be a target driving area of the second vehicle, and when the second vehicle leaves the target driving area, it may be considered that the second vehicle leaves the vehicle formation. Specifically, in one embodiment, after the setting of the first vehicle to the first driving mode as described above, the remote vehicle control method further includes:

acquiring a first driving track of the first vehicle;

determining a target driving area according to the first driving track;

and receiving first azimuth information transmitted by a second vehicle, and generating a target signal when the first azimuth information is not matched with the target driving area.

It is easy to understand that the first vehicle can record the self positioning position information in real time during the driving process, and the first driving track of the first vehicle can be obtained based on the positioning position information; of course, in some possible embodiments, the travel track of the first vehicle may be pre-planned, and the first travel track may actually be obtained according to the current position of the first vehicle and the pre-planned travel track.

According to the first driving track, a target driving area can be determined, for example, the target driving area can be a position in the first driving track, where the distance to the current position of the first vehicle is within a preset distance range; of course, the target type area may have a certain width in consideration of road factors such as a road width, a ramp, a main road and a sub road, and the second vehicle may be prevented from running backward or entering a wrong driving road.

Generally, the target driving area changes with the change of the position of the first vehicle, and the first vehicle can receive the first azimuth information sent by the second vehicle in real time and judge whether the second vehicle is in the target driving area according to the first azimuth information. When the second vehicle is not in the target travel area, that is, the first orientation information does not match the target travel area, a target signal is generated.

Referring to fig. 4, fig. 4 shows a schematic diagram of the determination of whether the second vehicle, i.e. the following vehicle, deviates from the normal driving trajectory. The leading vehicle can be regarded as a first vehicle, a running road can be regarded as between the solid lines on the left side and the right side in the figure, the dotted line can be regarded as a leading vehicle running track, the shaded part can be regarded as a target running area, and the determination can be carried out according to the leading vehicle running track; in fig. 4, the following vehicle 1 is located in the target driving area and may be considered to be in a normal following state, and the following vehicle 2 is located outside the target driving area and may be considered to be deviated from the normal driving trajectory or deviated from the vehicle formation.

The target signal can be an alarm signal and is used for controlling the alarm equipment to give out sound and light alarm and prompting the second vehicle to deviate from the normal running track; in some possible embodiments, the target signal may also be an emergency stop command, which may be sent to the second vehicle to control the second vehicle to stop in an emergency.

For example, in combination with a practical application scenario, after receiving the sound-light alarm, the driver of the first vehicle may send an emergency stop command to the second vehicle by inputting in the HMI, and after receiving the emergency stop command, the second vehicle starts the active safety system, controls the vehicle to stop in an emergency, pulls the parking hand brake, and switches the activation state of the formation automatic driving system to a waiting state, or the second vehicle exits the automatic driving mode at this time, and no longer outputs the automatic driving command.

Alternatively, when the driver of the first vehicle fails to respond to the audible and visual alarm in time, the first vehicle may automatically send an emergency stop command to a second vehicle deviating from the driving trajectory of the fleet after a preset time has elapsed. Similarly, after the second vehicle receives the emergency stop command, operations such as emergency stop and the like can be performed, and the specific implementation manner is similar to that in the previous example and is not described again here.

Of course, the determination as to whether the first orientation information matches the target travel zone may be performed in the second vehicle, specifically: the first vehicle can send a real-time target driving area to the second vehicle for storage, the second vehicle can judge whether the second vehicle is in the target driving area or not according to the position information of the second vehicle and the stored target driving area, if the second vehicle is not in the target driving area, the second vehicle possibly deviates from a normal driving track, an alarm signal can be sent to the first vehicle, and the first vehicle can give an alarm according to the alarm information. Furthermore, it is easily understood that at some intersection where the ramp is equally branched, the self-location information of the second vehicle may not be reasonable enough in the course angle although the representation is located in the target driving area, and the second vehicle may drive to the wrong road with a high probability, i.e. deviate from the normal driving track. In other words, in practical applications, the first azimuth information may include position information of the second vehicle, and may further include heading angle information of the second vehicle.

Optionally, when the second vehicle sends the warning signal to the first vehicle, the second vehicle may carry identity information of the second vehicle; after the first vehicle receives the alarm signal carrying the identity information, the HMI can display which second vehicle deviates from the normal driving track.

As can be seen from the above description, by determining the target driving area and comparing the first azimuth information of the second vehicle with the target driving area, the situation that the second vehicle deviates from the normal driving track can be found in time, which is helpful for the user to deal with the situation as soon as possible.

In one example, the determining the target driving area according to the first driving track includes:

determining Q pieces of position information according to preset car following parameters and the first running track, wherein each piece of position information is respectively associated with course information, and Q is an integer greater than 1;

respectively determining a target width range corresponding to each piece of position information according to the course information associated with each piece of position information;

and determining the target driving area according to the Q pieces of position information and the target width range corresponding to each piece of position information.

The following describes a process of determining a target driving area with reference to a specific application example:

the vehicle calculation unit of the first vehicle can record the self positioning position information and the course angle information in real time when the first vehicle is in the formation pilot role (namely the formation is successfully established), and obtain the historical track information of the driving according to the positioning position information and the course information.

Under a coordinate system for positioning the vehicle (generally, a global station center coordinate system (ENU coordinate system)), extending a certain range value M (for example, an empirical value of 2 meters) of track information left and right according to the heading angle information theta to obtain transverse position data of a historical driving area of the first vehicle; the calculation and schematic of the left-right extension can be seen in FIG. 5, where XOY is the ENU coordinate system, P ₁ (x, y) points are track points of the first vehicle, P ₂ (x ₂ ,y ₂ )、P ₃ Are respectively according to P ₁ And (4) obtaining a data point by the left and right translation distances M of the point heading angle. P ₂ Is x ₂ ＝x-M·cosθ、y ₂ y-M · sin θ; p can be obtained based on similar calculation mode ₃ The coordinate values of (2). The travel area data point set lateral position information of the first vehicle is obtained using the above manner.

Calculating the longitudinal position L of a driving area where the second vehicle should be under the normal formation automatic driving working condition according to the position of a fleet where the second vehicle is located (according to the formation numbers of the vehicles and the sequence arrangement of the general formation numbers); l is calculated as L ═ D · (N + P) + E. In the formula, D is a fixed car following distance defined by formation; n is the maximum number of the fleet position where the vehicle is located, for example, two second vehicles in fig. 4, and the value of N is 2; p is the maximum position error allowed when the formation is driven, and the maximum position error is 10% under the cruising and vehicle following states according to the industry standard; e is a factor of considerationConsidering the following vehicle speed V, the maximum delay time T (such as a general empirical value of 0.2s) of the system and the redundancy value E ₁ (e.g. 2m empirical value) and E ═ V · T + E ₁ ；

And obtaining driving track area data U of the vehicle getting history according to the M and the L, wherein the U is a data point set. Where M may correspond to the above-described target width range, the above-described Q pieces of position information may be determined based on L, and U may correspond to the above-described target travel region.

Further, it is possible to determine whether the second vehicle is within the target traveling zone based on the positioning information and the heading angle information of the second vehicle. And judging whether the second vehicle is in the target driving area can be realized by the existing mode, and details are not repeated here.

As shown in fig. 6, a specific application example is described with respect to a process of determining and processing that a following vehicle leaves a fleet. In this specific application example, the first vehicle may be considered as a leading vehicle, the second vehicle may be considered as a following vehicle, and the following vehicle separation judgment and processing process specifically includes the following steps:

601, a vehicle calculation unit for leading vehicles stores a data point set of driving tracks required to be led according to the self-vehicle positioning information and the number of the motorcades following the vehicles;

step 602, moving the leading vehicle left and right for a certain distance according to the position information and the course angle information of the data point set of the driving track of the leading vehicle to obtain a historical driving area of the leading vehicle;

step 603, judging whether the following vehicle is in a specific historical driving area according to the position information and the course angle information of the following vehicle; if not, executing step 604, and if so, returning to execute step 601;

the specific history travel region mentioned here may correspond to the target travel region in the above-described embodiment; whether the following vehicle is in the specific historical driving area or not can be judged by the following vehicle, or can be judged by the leading vehicle according to the position information and the course angle information sent by the following vehicle.

And step 604, sending a following vehicle separation formation message, and prompting the driver of the vehicle separation by the vehicle-receiving HMI.

As will be readily appreciated, when step 603 is performed in a follower, a follower-off-formation message may be sent by the follower to the lead; when step 603 is performed in the lead car, a follow-up car out formation message may be sent by the vehicle computing unit to the HMI.

Optionally, after the setting of the first vehicle to the second driving mode, the method further comprises:

acquiring a speed setting parameter, and sending the speed setting parameter to a second vehicle;

the sending the operating instruction to a second vehicle when the first vehicle is in a second driving mode comprises:

and sending the steering wheel operation instruction included in the operation instruction to a second vehicle.

In this embodiment, it may be considered that an Adaptive Cruise Control (ACC) function of the second vehicle is used instead of the Control of the second actuator such as the brake and the accelerator of the second vehicle by the first vehicle.

In combination with an actual application scene, when the vehicle is remotely driven, the generally required vehicle speed is not high, and the cruising speed can be set through the HMI of the first vehicle under the condition that the second vehicle meets the automatic driving condition, namely the cruising speed is sent to the second vehicle through the OBU, wherein the cruising speed corresponds to the speed setting parameters; and the second vehicle carries out self-adaptive cruise control on the accelerator brake according to the cruise speed in a remote controlled driving mode. The remote main control driving of the first vehicle only needs to control the steering wheel of the second vehicle, so that the complexity of remote driving can be simplified.

Optionally, the sending the operating instruction to a second vehicle when the first vehicle is in a second driving mode comprises;

acquiring working characteristic parameters of the first actuating mechanism;

and calibrating the operation instruction according to the working characteristic parameters, and sending the calibrated operation instruction to the second vehicle.

Considering that the brand numbers of the vehicles in the formation queue are different, the brand numbers of the first actuators are also different, and the first actuators of the first vehicle and the second vehicle need to be self-calibrated during remote driving.

In the present embodiment, the operating characteristic parameter of the first actuator may be a characteristic parameter known in the vehicle, for example, for a steering actuator, the operating characteristic parameter may include a conversion relationship between a steering wheel angle and a steering gear ratio; the operating characteristic parameter may include a conversion relationship between a pedal stroke and an opening ratio, and the like, for the accelerator or the brake.

For example, in combination with a practical application scenario, for a steering wheel control command generated in a first vehicle, the vehicle computing unit may further obtain a corresponding steering gear ratio according to a conversion relationship between a steering wheel angle and a steering gear ratio in the first vehicle, and this process may be regarded as a calibration process for the operation command. The steering gear ratio may be sent as control data to the second vehicle via the OBU, along with steering wheel control commands.

The vehicle calculation unit of the second vehicle recalibrates the control data from the first vehicle according to the operating characteristic parameters of the second actuator of the second vehicle to obtain actual control commands, and the actual control commands are sent to the ECU to control the steering actuator of the second vehicle.

Similarly, the throttle control command and the brake control command may also undergo a calibration process in the first vehicle and the second vehicle, which is not described herein again.

The steering wheel control command is output to the ECU after being calibrated; and similarly, the accelerator brake needs to lead the vehicle to send a corresponding conversion relation, and the controlled vehicle computing unit adjusts an actual control command according to the conversion relation and outputs the actual control command to the ECU.

Therefore, the operation instruction is calibrated, so that the first vehicle can accurately control the second vehicles of different brands and models, and the application range of the remote vehicle control method can be expanded.

Referring to fig. 7, fig. 7 shows a logic diagram for driving mode switching between a first vehicle and a second vehicle in an application scenario of a vehicle formation; wherein, first vehicle is leading the car, and the second vehicle is the car of being controlled, and specific driving mode switching process is as follows:

1) and when the lead vehicle is in the working state of the formation system, judging whether the gear of the vehicle is in a P gear, whether the hand brake is pulled up effectively, and whether the driving mode receives a command of switching the remote driving master control mode, which is sent by a driver through the HMI. When the conditions are met, switching the manual driving mode to a remote master control driving mode waiting state, otherwise, keeping in the manual driving mode;

2) under the waiting state of a remote master control driving mode, the vehicle-leading ECU cuts off the control output of instructions of a steering wheel steering machine, an electronic throttle and the like to the executing mechanism of the vehicle;

3) and under the waiting state of the remote master control driving mode of the leading vehicle, switching to the activation state of the remote master control driving when detecting that the brake pedal of the leading vehicle is stepped on. A vehicle-mounted computing unit of the automatic driving system of the leading formation analyzes remote driving instructions such as an accelerator, a brake, a steering wheel and the like sent by an ECU (electronic control Unit) and sends a vehicle-mounted OBU (on-board unit), and the vehicle-mounted OBU sends a remote main control driving instruction to an OBU of a controlled vehicle;

4) the formation automatic driving mode is switched to the remote controlled driving mode under the condition that the controlled vehicle receives a signal indicating that the lead vehicle is in the remote main control driving mode (for example, when the lead vehicle enters a waiting state of the remote main control driving mode, a first signal can be sent to the controlled vehicle, when a brake pedal of the lead vehicle is pressed down, a second signal can be sent to the controlled vehicle, and if the controlled vehicle receives the first signal and the second signal, the signal indicating that the lead vehicle is in the remote main control driving mode can be considered to be received). The vehicle-mounted computing unit analyzes the control instruction received by the OBU, and controls the execution mechanism of the vehicle to execute operation through the ECU, so that the remote controlled driving function of the controlled vehicle is realized;

5) when the active safety system judges that abnormal conditions such as the active safety mode state, the vehicle-leading remote main control driving mode state or the OBU communication state occur, the controlled vehicle is controlled to stop emergently;

6) after the remote main control driving operation is finished, the vehicle is switched to the manual driving mode through the HMI control, the remote main control driving mode can be quitted, and the ECU outputs control signals again to control the vehicle executing mechanism.

Referring to fig. 8, an embodiment of the present application further provides a first vehicle, including a first operating mechanism 810, a first actuator 820, and a first controller 830, where the first controller 830 includes:

a first obtaining module 831, configured to obtain an operation instruction, where the operation instruction is generated in response to an input to the first operating mechanism 810;

a control module 832, configured to control the first actuator 820 according to the operation instruction when the first vehicle is in a first driving mode; the control module 832 is further configured to control the first actuator 820 not to respond to the operating instruction when the first vehicle is in a second driving mode;

a sending module 833, configured to send the operation instruction to a second vehicle when the first vehicle is in a second driving mode; and the operation instruction is used for controlling a second execution mechanism included in the second vehicle.

It should be noted that, the first vehicle is a first vehicle corresponding to the remote vehicle control method, and all implementation manners in the method embodiments are applicable to the embodiment of the first vehicle, so that the same technical effects can be achieved.

Optionally, the first vehicle further comprises a first HMI and a first OBU;

the first HMI and the first OBU are both connected with the first controller 830.

The specific uses of the first HMI and the first OBU are already described in the above description of the HMI and the OBU in the embodiment, and are not described again here.

Optionally, the first controller 830 may further include:

a receiving module for receiving a driving mode selection input;

a first setting module for setting the first vehicle to a first driving mode when the driving mode selection input indicates that the first driving mode is selected;

and the second setting module is used for acquiring the vehicle state when the driving mode selection input indicates that the second driving mode is selected, and setting the first vehicle to be the second driving mode when the vehicle state meets a target condition.

Optionally, the first controller 830 may further include:

the second acquisition module is used for acquiring a first driving track of the first vehicle;

the determining module is used for determining a target driving area according to the first driving track;

and the receiving and generating module is used for receiving first azimuth information sent by a second vehicle and generating a target signal under the condition that the first azimuth information is not matched with the target driving area.

Optionally, the determining module may include:

the first determining unit is used for determining Q pieces of position information according to preset car following parameters and the first running track, wherein each piece of position information is associated with course information, and Q is an integer larger than 1;

the second determining unit is used for respectively determining a target width range corresponding to each piece of position information according to the course information associated with each piece of position information;

and a third determining unit, configured to determine the target driving area according to the Q pieces of location information and according to a target width range corresponding to each piece of location information.

Optionally, the target condition comprises the first vehicle being in a parked and parked state; alternatively, the first and second liquid crystal display panels may be,

the target condition includes a first vehicle being in a parked and parked state and a brake pedal of the first vehicle being activated.

Optionally, the first controller 830 may further include:

the acquisition and sending module is used for acquiring speed setting parameters and sending the speed setting parameters to a second vehicle;

accordingly, the transmitting module 831 may include:

and the sending unit is used for sending the steering wheel operation instruction included by the operation instruction to the second vehicle.

Optionally, the sending module 831 may include;

the acquisition unit is used for acquiring the working characteristic parameters of the first actuating mechanism;

and the calibration sending unit is used for calibrating the operation instruction according to the working characteristic parameters and sending the calibrated operation instruction to the second vehicle.

The embodiment of the invention also provides a remote vehicle control system, which comprises a first vehicle and a second vehicle; the first vehicle comprises a first operating mechanism, a first actuator, a first HMI, a first OBU and a first controller, and the second vehicle comprises a second operating mechanism, a second actuator, a second OBU and a second controller;

the first HMI is configured to receive a driving selection input;

In combination with a practical application scenario, the first vehicle may be considered as a leading vehicle, the second vehicle may be a following vehicle, and in practical application, the number of the following vehicles may be one or more. As regards the first OBU and the second OBU, having functions etc. may correspond to the description of the OBUs hereinbefore, the first and second definitions may be considered to facilitate the distinction of which vehicle the respective OBU is specifically located in. Similarly, the same is true for the definitions of the first HMI, the first controller, the second controller, and so on.

As for the control process in the first vehicle, the detailed description has been made in the above embodiment. From the perspective of the second vehicle, the second vehicle may be autonomous in a normal running state; when a specific remote control command is received, a remote controlled state can be entered, that is, a driver of the first vehicle can control the action of the second vehicle by operating the first vehicle. For the second vehicle to enter the remotely controlled state, from another perspective, it can be considered that the second vehicle determines that the first vehicle is in the second driving mode.

The process of the second vehicle receiving a specific remote control command into a remotely controlled state can be understood in connection with the following examples: after receiving a driving mode selection input indicating that a first driving mode is selected, the first vehicle can send a remote controlled driving mode activating waiting instruction to the second vehicle, and the second vehicle activates the remote controlled driving mode according to the remote controlled driving mode waiting instruction and enters a remote controlled driving mode waiting state; when the brake pedal of the first vehicle is stepped on, a remote controlled driving mode activating instruction braking instruction is generated, the remote controlled driving mode activating instruction braking instruction is sent to the second vehicle, the second vehicle enters a remote controlled driving mode according to the remote controlled driving mode activating instruction, and the second executing mechanism of the second vehicle can be controlled to act according to the operating instruction sent by the first vehicle.

Therefore, in the remote vehicle control system provided by the embodiment, the remote vehicle control of the first vehicle on the second vehicle can be realized under the condition that an independent remote simulation cockpit is not additionally arranged, so that the hardware configuration cost is effectively reduced; for the second vehicle, in an abnormal state such as the departure from the fleet, the driving mode of the first vehicle can be determined, and the operation instruction of the first vehicle can be further received, so that the remote controlled driving is realized, and the condition that the second vehicle departs from the fleet is effectively processed.

In one example, the second vehicle may also receive and respond to a specific command sent by the second vehicle in the normal driving state, for example, a command for controlling the second vehicle to stop urgently, so as to improve the control efficiency of the second vehicle and ensure the safety of the second vehicle in an emergency state.

In another example, the second vehicle may have an adaptive cruise function, and may travel at a set speed in a state of remote controlled driving, so that the first vehicle side only needs to transmit steering related parameters, and the difficulty of remote control operation by the user on the first vehicle side is reduced.

In practical applications, the first vehicle and the second vehicle may be vehicles having the same or similar configuration in hardware; referring to fig. 1, in an example, the leading car and the following car may both have OBUs, HMI, ECU, and the like. In the vehicle formation process, a certain vehicle can be determined to be a leading vehicle or a following vehicle according to requirements. For example, when the driver selects to manually drive a certain vehicle, the vehicle may be determined as a lead vehicle, and the remaining vehicles may be determined as follow-up vehicles and set to be automatically driven.

Fig. 9 shows a hardware structure diagram of an electronic device according to an embodiment of the present application.

The electronic device may comprise a processor 901 and a memory 902 in which computer program instructions are stored.

Specifically, the processor 901 may include a Central Processing Unit (CPU), or an Application Specific Integrated Circuit (ASIC), or may be configured to implement one or more Integrated circuits of the embodiments of the present Application.

Memory 902 may include a mass storage for data or instructions. By way of example, and not limitation, memory 902 may include a Hard Disk Drive (HDD), floppy Disk Drive, flash memory, optical Disk, magneto-optical Disk, tape, or Universal Serial Bus (USB) Drive or a combination of two or more of these. Memory 902 may include removable or non-removable (or fixed) media, where appropriate. The memory 902 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In a particular embodiment, the memory 902 is non-volatile solid-state memory.

The memory may include Read Only Memory (ROM), Random Access Memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical/tangible memory storage devices. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software comprising computer-executable instructions and when the software is executed (e.g., by one or more processors), it is operable to perform operations described with reference to the methods according to an aspect of the present disclosure.

The processor 901 realizes any one of the remote vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 902.

In one example, the electronic device can also include a communication interface 903 and a bus 904. As shown in fig. 9, the processor 901, the memory 902, and the communication interface 903 are connected via a bus 904 to complete communication with each other.

The communication interface 903 is mainly used for implementing communication between modules, apparatuses, units, and/or devices in this embodiment.

Bus 904 comprises hardware, software, or both that couple the components of the online data traffic billing device to one another. By way of example, and not limitation, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hypertransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an infiniband interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a video electronics standards association local (VLB) bus, or other suitable bus or a combination of two or more of these. Bus 904 may include one or more buses, where appropriate. Although specific buses are described and shown in the embodiments of the application, any suitable buses or interconnects are contemplated by the application.

In addition, in combination with the remote vehicle control method in the above embodiments, the embodiments of the present application may be implemented by providing a computer storage medium. The computer storage medium having computer program instructions stored thereon; the computer program instructions, when executed by a processor, implement any of the remote vehicle control methods in the above embodiments.

It is to be understood that the present application is not limited to the particular arrangements and instrumentalities described above and shown in the attached drawings. A detailed description of known methods is omitted herein for the sake of brevity. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and illustrated, and those skilled in the art can make various changes, modifications, and additions or change the order between the steps after comprehending the spirit of the present application.

The functional blocks shown in the above-described structural block diagrams may be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an Application Specific Integrated Circuit (ASIC), suitable firmware, plug-in, function card, or the like. When implemented in software, the elements of the present application are the programs or code segments used to perform the required tasks. The program or code segments can be stored in a machine-readable medium or transmitted by a data signal carried in a carrier wave over a transmission medium or a communication link. A "machine-readable medium" may include any medium that can store or transfer information. Examples of a machine-readable medium include electronic circuits, semiconductor memory devices, ROM, flash memory, Erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, Radio Frequency (RF) links, and so forth. The code segments may be downloaded via computer networks such as the internet, intranet, etc.

It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above steps, that is, the steps may be performed in the order mentioned in the embodiments, may be performed in an order different from the order in the embodiments, or may be performed at the same time.

Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, implement the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware for performing the specified functions or acts, or combinations of special purpose hardware and computer instructions.

As described above, only the specific embodiments of the present application are provided, and it can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the system, the module and the unit described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again. It should be understood that the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the present application, and these modifications or substitutions should be covered within the scope of the present application.

Claims

1. A remote vehicle control method is applied to a first vehicle, and is characterized in that the first vehicle comprises a first operating mechanism and a first executing mechanism; the method comprises the following steps:

when the first vehicle is in a second driving mode, the operation instruction is sent to a second vehicle; when the first vehicle is in the second driving mode, the first executing mechanism does not respond to the operation instruction, and the operation instruction is used for controlling a second executing mechanism included in the second vehicle.

2. The method of claim 1, wherein prior to said obtaining the operating instruction, the method further comprises:

receiving a driving mode selection input;

3. The method of claim 2, wherein after the setting the first vehicle to the first driving mode, the method further comprises:

acquiring a first driving track of the first vehicle;

determining a target driving area according to the first driving track;

4. The method of claim 3, wherein said determining a target travel area from said first travel trajectory comprises:

5. The method of claim 2, wherein the target condition comprises the first vehicle being in a parked and parked state; alternatively, the first and second liquid crystal display panels may be,

6. The method of claim 2, wherein after the setting the first vehicle to the second driving mode, the method further comprises:

7. The method of claim 1 or 2, wherein said transmitting said operating instructions to a second vehicle while said first vehicle is in a second driving mode comprises;

acquiring working characteristic parameters of the first actuating mechanism;

8. A first vehicle comprising a first operating mechanism, a first actuator, and a first controller, wherein the first controller comprises:

the control module is used for controlling the first executing mechanism according to the operation instruction when the first vehicle is in a first driving mode; the control module is further used for controlling the first executing mechanism not to respond to the operation instruction when the first vehicle is in a second driving mode;

9. The first vehicle of claim 8, further comprising a first human machine interface HMI and a first on-board unit OBU;

the first HMI and the first OBU are both connected with the first controller.

10. A remote vehicle control system comprising a first vehicle and a second vehicle; the first vehicle comprises a first operating mechanism, a first actuator, a first HMI, a first OBU and a first controller, and the second vehicle comprises a second operating mechanism, a second actuator, a second OBU and a second controller;

the first HMI is to receive a driving selection input;

the first controller is configured to set the first vehicle to a first driving mode or to a second driving mode according to the driving selection input; the first controller is further used for controlling the first executing mechanism according to an operation instruction when the first vehicle is in a first driving mode; the control module is further used for controlling the first execution mechanism not to respond to the operation instruction when the first vehicle is in a second driving mode; the operating instruction is generated in response to input aiming at the first operating mechanism;

the second controller is used for controlling the second executing mechanism according to the operation instruction received by the second OBU when the first vehicle is determined to be in the second driving mode.

11. An electronic device, characterized in that the device comprises: a processor and a memory storing computer program instructions;

the processor, when executing the computer program instructions, implements the remote vehicle control method of any of claims 1-7.

12. A computer storage medium, characterized in that computer program instructions are stored thereon, which computer program instructions, when executed by a processor, implement a remote vehicle control method according to any one of claims 1-7.