CN115447601A

CN115447601A - Vehicle control method and related device

Info

Publication number: CN115447601A
Application number: CN202110639392.6A
Authority: CN
Inventors: 高鲁涛; 马莎
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2021-06-08
Filing date: 2021-06-08
Publication date: 2022-12-09

Abstract

The embodiment of the application provides a vehicle control method and a related device, and relates to the technical field of intelligent vehicles. The method comprises the following steps: acquiring first track information and second track information, wherein the first track information is used for indicating M time points and positions of a first vehicle at the M time points; the second track information is used for indicating the N time points and the positions of the target object at the N time points respectively; and controlling the first vehicle according to the time difference of the position crossing area. The position crossing area includes the same position among the positions respectively indicated by the first track information and the second track information; the time difference of the position crossing area is a difference between time points at which the first vehicle and the object are respectively at the same position in the position crossing area. Therefore, the first vehicle is controlled based on the time difference of the position crossing area between the first vehicle and the target object, and the traffic efficiency is improved while the driving safety is improved.

Description

Vehicle control method and related device

Technical Field

The embodiment of the application relates to the technical field of intelligent vehicles, in particular to a vehicle control method and a related device.

Background

With the development of society, more and more machines in modern life develop towards automation, intellectuality, and the vehicle that removes the trip is no exception, and intelligent car is gradually getting into people's daily life. In recent years, advanced Driving Assistance Systems (ADAS) play an important role in smart vehicles, which utilize various sensors mounted on the vehicles to sense the surrounding environment during the Driving process of the vehicles, collect data, identify, detect and track stationary and moving objects, and combine with navigator map data to perform systematic calculation and analysis, thereby allowing drivers to detect possible dangers in advance and effectively increasing the comfort and safety of vehicle Driving.

When a human driver drives a vehicle, wrong decisions such as overspeed, overtaking without overtaking conditions and the like can be made, so that traffic accidents are caused, and the travel safety is influenced; in addition, traffic jam and other conditions often occur at present, and traffic efficiency is affected. The driving auxiliary system is introduced into the intelligent automobile, so that the driving safety can be improved, and meanwhile, the traffic efficiency is also improved. Therefore, how to improve traffic efficiency while improving driving safety becomes an urgent problem to be solved.

Disclosure of Invention

The embodiment of the application provides a vehicle control method and a related device, which can improve traffic efficiency while improving driving safety.

In a first aspect, the present application provides a vehicle control method, which may be executed by a vehicle, an on-board device, a cloud server, or a road side unit, and for convenience of explanation, the first device is taken as an example for explanation. In the method, first equipment acquires first track information and second track information; the first device determines a time difference between the first vehicle and the target object in a position crossing area; and the first device controls the first vehicle according to the time difference of the position crossing area. The position crossing area comprises the same position in the positions respectively indicated by the first track information and the second track information; the time difference of the position crossing area is a difference between time points at which the first vehicle and the target object are respectively at the same position in the position crossing area.

The first track information is used for indicating M time points and positions of a first vehicle at the M time points; the second track information is used for indicating the N time points and the positions of the target object at the N time points respectively. M and N are integers greater than or equal to 1. Optionally, the M time points and the N time points are future time points, and optionally, M is related to the path planning capability of the first device; n is related to the predictive capability of the first device or N is related to the path planning capability of the target object.

Therefore, the first vehicle is controlled based on the time difference between the first vehicle and the target object in the position crossing area, and compared with a mode of ensuring driving safety by adopting a conservative safe distance, the method and the device can improve driving safety and improve traffic efficiency.

In one possible implementation manner, the first track information and the second track information respectively include time information and position information. The time information is used for indicating a plurality of time points, and the position information is used for indicating positions of the first vehicle or the target object at the plurality of time points respectively. Correspondingly, the position crossing area comprises the same position in the positions indicated by the position information in the first track information and the position information in the second track information respectively; the time difference of the position crossing area is a difference between time points at which the first vehicle and the target object are respectively at the same position in the position crossing area.

In another possible implementation manner, the first track information and the second track information respectively include mapping relationships between time points and corresponding positions. The first track information is a set of the position of a first vehicle and a corresponding time point, and the second track information is a set of the position of a target object and a corresponding time point; the position crossing area comprises the same position in the first track information and the second track information; the time difference of the position crossing area is a difference between time points at which the first vehicle and the object are respectively at the same position in the position crossing area.

In one possible implementation, the time difference of the position crossing region may include one or more time differences. That is, one or more locations may be included in the location intersection area, such that the time difference of the location intersection area may include a difference between the time points of the first vehicle and the object at each of the same locations, respectively. Therefore, the time difference of the position crossing region can represent the sequence of the first vehicle and the target respectively reaching the same position, and therefore control over the first vehicle is facilitated.

In one possible implementation, the first trajectory information is information of a planned trajectory of the first vehicle; the second trajectory information is information of a predicted trajectory of the target object.

Optionally, the planned trajectory is a position path of the planned vehicle within a preset time length and a speed of each position point according to behavior decision results (such as lane change, passing, left turn, and the like), positions and motion information of surrounding target objects. The predicted track is position information of the target object within a preset time length estimated according to the currently perceived position and motion information of the target object, the historical position and motion information of the target object, and the type information of the target object. Optionally, when the target object is a stationary obstacle, the positions indicated by the second trajectory information are coincident, that is, the target object is located at the same position at the N time points.

In one possible implementation manner, the M time points indicated by the first trajectory information are predefined, and the position of the first vehicle at each time point is determined based on the speed direction, the speed magnitude and the acceleration of the first vehicle; the N time points indicated by the second trajectory information are predefined, and the position of the target object at each time point is determined based on the velocity direction, the velocity magnitude, and the acceleration of the target object.

In another possible implementation manner, the M positions indicated by the first trajectory information are positions in the speed direction of the first vehicle, and the M time points are determined according to the speed magnitude and the acceleration of the first vehicle; the N positions indicated by the second trajectory information are positions in the velocity direction of the target object, and the N time points are determined according to the velocity magnitude and the acceleration of the target object.

In one possible implementation, the controlling, by the first device, the first vehicle according to the time difference of the position crossing areas includes: determining whether a first vehicle in the position crossing area has the road driving right or not according to the time difference of the position crossing area; and controlling the first vehicle according to whether the first vehicle has the road driving right.

In one possible implementation, the controlling, by the first device, the first vehicle according to whether the first vehicle has the right to travel on the road includes: when the first vehicle does not have the road driving right, controlling the first vehicle to execute safety disposal operation; or when the first vehicle has the road driving right, controlling the crossing area of the passing position of the first vehicle. Therefore, the possible implementation manner of determining the road driving right attribution is beneficial to enabling the vehicle with the road driving right or the target object with the road driving right to preferentially pass through the position crossing area so as to improve the passing efficiency.

In another possible implementation manner, the controlling, by the first device, the first vehicle according to whether the first vehicle has the right to travel on the road includes: when the first vehicle does not have the road driving right, determining whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing area, and controlling the first vehicle according to whether the collision risk exists between the first vehicle and the target object; or, when the first vehicle has the road-driving right, controlling the first vehicle passing position crossing area. Therefore, in the implementation mode, the attribution of the road driving right of the first vehicle and the target object in the position crossing area can be judged, so that when the first vehicle has no road driving right, the collision risk can be evaluated to control the first vehicle, and the traffic efficiency is further improved while the driving safety is improved.

In another possible implementation manner, the controlling, by the first device, the first vehicle according to the time difference of the position crossing area includes: the first equipment determines whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing areas; the first device controls the first vehicle according to whether there is a risk of collision between the first vehicle and the target object. Therefore, the implementation mode judges the collision risk according to the time difference (such as the sequence) of the first vehicle and the target object reaching the position crossing region and then controls the vehicle, and compared with a mode of adopting a conservative safe distance, the mode can improve the traffic efficiency while improving the driving safety.

Optionally, the determining, by the first device, whether there is a collision risk between the first vehicle and the target object according to the time difference of the position crossing areas includes: when the first device does not have the time difference belonging to the dangerous time difference interval in the time difference of the position crossing area, the realization mode can judge the collision risk according to the time difference condition (such as the sequence condition) of the first vehicle and the target object reaching the position crossing area, and is closer to the actual motion condition of the first vehicle and the target object, thereby being beneficial to improving the traffic efficiency while improving the driving safety.

Optionally, the vehicle control method further includes: when the same position does not exist in the positions respectively indicated by the first track information and the second track information, it is determined that there is no collision risk between the first vehicle and the target object, and the first device may control the first vehicle to continue traveling according to the first track information.

In an alternative embodiment, the determining whether there is a collision risk between the first vehicle and the target object according to the time difference of the position crossing areas includes: when the time difference belonging to the dangerous time difference interval does not exist in the time difference of the position crossing area, determining that no collision risk exists between the first vehicle and the target object; or, when a time difference belonging to the dangerous time difference section exists in the time differences of the position crossing regions, determining that the collision risk exists between the first vehicle and the target object. As can be seen, this embodiment may determine whether a collision risk exists between the first vehicle and the target object based on the dangerous time difference zone.

In an optional implementation manner, the controlling the first vehicle according to whether the first vehicle is at risk of collision with the target object includes: performing first control on a first vehicle when a collision risk exists between the first vehicle and a target object; or, when there is no risk of collision between the first vehicle and the target object, controlling the first vehicle passing position crossing area.

Optionally, when there is a collision risk between the first vehicle and the target object, the first device performs a first control on the first vehicle, including: determining a minimum time value from time points belonging to the position of the danger zone among the M time points; the dangerous area is the position of a time point of which the difference value belongs to a dangerous time difference interval in the position crossing area; when the minimum time value is not larger than the safety handling time threshold value, controlling the first vehicle to execute safety handling operation; or when the minimum time value is larger than the safe handling time threshold value, controlling the first vehicle to continue to run according to the first track information; the safe handling time threshold is related to a safe handling capability of the first vehicle.

Optionally, the first vehicle passing position intersection area may be controlled when the minimum time value is greater than a safe handling time threshold. Optionally, when the minimum time value is greater than the safety handling time threshold, the first vehicle may be controlled to perform other operations similar to the safety handling operation according to the first trajectory information, such as deceleration, which is not limited in this application.

In another possible implementation manner, when it is determined that the position crossing area exists according to the first track information and the second track information, the first device controls the first vehicle according to a time difference of the position crossing area, including: when the first device does not have a time difference belonging to the dangerous time difference interval in the time differences of the position crossing areas, determining that no collision risk exists between the first vehicle and the target object; and when the time difference belonging to the dangerous time difference interval exists in the time differences of the position crossing areas, determining that the collision risk exists between the first vehicle and the target object.

Optionally, when there is a risk of collision between the first vehicle and the target object and a minimum time value of time points belonging to the position of the hazard zone among the M time points is not greater than the safety handling time threshold value, the first vehicle is controlled to perform a safety handling operation. Optionally, when there is a collision risk between the first vehicle and the target object and a minimum time value of time points belonging to the position of the dangerous area among the M time points is greater than the safety handling time threshold value, the first vehicle is controlled to continue traveling according to the first trajectory information. The dangerous area is a position of a time point in the position crossing area where the difference value belongs to the dangerous time difference section.

Therefore, the implementation mode judges the collision risk according to the time difference (such as the sequence) of the first vehicle and the target object reaching the position crossing area, and can determine whether to adopt the safety handling operation according to the condition between the minimum time (namely the minimum time value) between the current moment and the dangerous area and the safety handling time threshold value, so that the traffic efficiency can be improved while the driving safety is improved.

Optionally, the safe handling time threshold is related to a safe handling capability of the first vehicle. Optionally, the safe handling time threshold is a time range corresponding to the safe handling capacity when the vehicle encounters the collision risk.

Optionally, safe handling operations include, but are not limited to, braking, steering, and the like.

Optionally, whether the first vehicle in the position crossing area has the road driving right may be determined according to the order in which the vehicle on the high-priority road and the target object on the low-priority road reach the position crossing area.

In an alternative embodiment, the aforementioned first device determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, which may include but is not limited to the following possible implementation manners:

in one possible implementation manner, when the priority of the first trajectory information is higher than the priority of the second trajectory information, that is, when the priority of the road where the position indicated by the first trajectory information is located is higher than the priority of the road where the position indicated by the second trajectory information is located, the first device determines whether the first vehicle has the right to travel on the road in the position crossing area according to the time difference in the position crossing area, including: when the time difference of the position crossing areas is larger than a first value, determining that the first vehicle does not have the road driving right; or, when the time difference of the position crossing areas is not greater than a first value, determining that the first vehicle has road driving right, wherein the first value is greater than zero. Or, the first device determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, and the method comprises the following steps: when the time difference of the position crossing area is larger than a first value, determining that the first vehicle has no road driving right; or when the time difference of the position crossing areas is smaller than a first value, determining that the first vehicle has the road driving right; or, when the time difference of the location crossing areas is equal to a first value, determining that the first vehicle has or does not have road right, wherein the first value is greater than zero.

When the priority of the first trajectory information is lower than the priority of the second trajectory information, that is, when the priority of the road where the position indicated by the first trajectory information is located is lower than the priority of the road where the position indicated by the second trajectory information is located, the first device determines whether the first vehicle has the road driving right in the position intersection area according to the time difference of the position intersection area, including: when the time difference of the position crossing region is smaller than a second value, determining that the first vehicle has the road driving right; or when the time difference of the position crossing region is not less than a second value, determining that the first vehicle has no road driving right, wherein the second value is less than zero. Or, the first device determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, including: when the time difference of the position crossing region is smaller than a second value, determining that the first vehicle has the road driving right; or when the time difference of the position crossing area is larger than a second value, determining that the first vehicle has no road driving right; or, determining that the first vehicle has or does not have road right of travel when the time difference of the position crossing areas is equal to a second value, wherein the second value is less than zero.

Alternatively, the absolute value of the first value and the absolute value of the second value may be the same, that is, the first value and the second value may be opposite numbers. In this implementation, the time difference of the position crossing area is specifically a difference between time points of the first vehicle and the target object at the same position in the position crossing area, that is, the time point of the first vehicle at the same position in the position crossing area is subtracted by the time point of the target object at the same position in the position crossing area, so as to obtain the time difference of the position crossing area.

It can be seen that the implementation manner can determine the attribution of the road driving right according to the magnitude relation between the time difference of the position crossing region and the first value or the second value.

In another possible implementation, unlike the implementation described above, in this implementation, the time difference of the position crossing area is specifically a difference between the first vehicle or the target object with higher priority of the trajectory information and the target or the first vehicle with lower priority of the trajectory information at the same time point in the position crossing area. That is, the first device subtracts a time point of the first vehicle at the same position in the position crossing area from a time point of the target object at the same position in the position crossing area to obtain a time difference of the position crossing area when the priority of the first trajectory information is higher than the priority of the second trajectory information; when the priority of the first trajectory information is lower than that of the second trajectory information, the first device subtracts the time point of the first vehicle at the same position in the position crossing area from the time point of the target at the same position in the position crossing area to obtain the time difference of the position crossing area. In this way, the evaluation of the road right of travel may be performed using the first value, as follows:

the first device determines whether a first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, and comprises the following steps: when the time difference of the position crossing area is larger than a first value, determining that the track information in the first vehicle and the target object has higher priority without road driving right, and the track information has lower priority with road driving right; or when the time difference of the position crossing areas is not larger than a first value, determining that the track information in the first vehicle and the target object has the road driving right with higher priority and the track information has no road driving right with lower priority, wherein the first value is larger than zero. Alternatively, the first and second electrodes may be,

the first device determines whether a first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, and comprises the following steps: when the time difference of the position crossing area is larger than a first value, determining that the track information in the first vehicle and the target object has higher priority without road driving right, and the track information has lower priority with road driving right; or when the time difference of the position crossing area is smaller than a first value, determining that the track information in the first vehicle and the target object has the road driving right with higher priority, and the track information has no road driving right with lower priority; or, when the time difference of the location crossing areas is equal to a first value, determining that the first vehicle has or does not have road right, wherein the first value is greater than zero.

Alternatively, the road driving priority may be referred to as a road driving priority, and the vehicle or the object having the road driving priority may preferentially pass through the position crossing area. Wherein the first value is greater than zero. Optionally, the first value may be a preset value greater than zero, or may be a value greater than zero obtained by combining with user definition.

Optionally, the priority of the first track information is higher than the priority of the second track information, and may be: 1) The road where the position indicated by the first track information is located is higher in priority than the road where the position indicated by the second track information is located, for example, the straight road is higher in priority than the ramp, and the straight road is higher in priority than the left-turn road. Or, 2) the priority of the first track information is higher than that of the second track information, for example, the priority of the straight track information is higher than that of the left-turn track information, and the priority of the straight track information is higher than that of the lane-change track information. Similarly, the explanation that the priority of the first track information is lower than that of the second track information can also be understood from the above-described aspects 1), or 2) and the like.

Alternatively, assuming that the object is non-stationary, when the first vehicle in the position crossing area has the road right of travel, the object does not have the road right of travel; or, when the first vehicle does not have the road traveling right in the position crossing area, the object has the road traveling right.

In an alternative embodiment, the first device may determine whether there is a risk of collision between the first vehicle and the target object based on a time difference of the location crossing areas; controlling a first vehicle passing position intersection area when there is no collision risk between the first vehicle and the target object; when the first vehicle and the target object have collision risks, determining whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area; when the first vehicle has the road driving right, controlling the crossing area of the passing position of the first vehicle; when the first vehicle does not have the road driving right, the implementation manner of controlling the first vehicle according to the position crossing area is executed, or the implementation manner of controlling the first vehicle to execute the safety handling operation is executed when the minimum time value in the time points belonging to the positions of the dangerous areas in the M time points is not greater than the safety handling time threshold value, or the implementation manner of controlling the first vehicle to continue driving according to the first track information is executed when the minimum time value in the time points belonging to the positions of the dangerous areas in the M time points is greater than the safety handling time threshold value.

Therefore, in the implementation mode, whether a collision risk exists between the first vehicle and the target object can be evaluated according to the time difference of the position crossing area, and when the collision risk exists, the first vehicle can be controlled according to the road driving right of the first vehicle and the target object in the position crossing area, so that the driving safety is improved, and meanwhile, the traffic efficiency is further improved.

In a second aspect, the present application also provides a vehicle control method that is described with the first device as an execution subject. The vehicle control method includes:

the method comprises the steps that first equipment acquires first track information, wherein the first track information is used for indicating M time points and positions of a first vehicle at the M time points;

the first equipment acquires second track information, wherein the second track information is used for indicating N time points and positions of the target object at the N time points; the first trajectory information and the second trajectory information have a position intersection area, and the position intersection area includes the same position among the positions respectively indicated by the first trajectory information and the second trajectory information, and a time difference of the position intersection area is a difference between time points of the same position in the position intersection area respectively of the first vehicle and the target object;

when the time difference of the position crossing region belongs to the dangerous time difference region, the first equipment determines that a collision risk exists between the first vehicle and the target object; or the like, or a combination thereof,

the first device determines that there is no risk of collision between the first vehicle and the target object when the time difference of the position crossing area does not belong to the dangerous time difference zone.

Wherein M and N are integers greater than or equal to 1. Optionally, the relevant descriptions of M and N can be found in the relevant contents of the above first aspect, and are not described in detail here.

Therefore, compared with a mode of adopting conservative safe distance, the vehicle control method evaluates the collision risk by utilizing the position crossing region obtained by the track information and the time difference of the position crossing region, and combines the specific running condition of the vehicle and the running condition of the target object in the environmental information, so that the vehicle control method is beneficial to improving the traffic safety and the traffic efficiency.

In one possible implementation manner, when the minimum time value of the first vehicle in the time point of the dangerous area is not greater than the safety handling time threshold value, the first vehicle is controlled to execute the safety handling operation; and when the minimum time value of the first vehicle in the time point of the dangerous area is greater than the safety handling time threshold value, controlling the first vehicle to continue to run according to the first track information or controlling the first vehicle passing position crossing area. Wherein, the dangerous area is a position where the time difference belongs to the dangerous time difference interval in the position crossing area. The safe handling time threshold is related to the safe handling capacity of the first vehicle, and is a time range corresponding to the safe handling capacity when the first vehicle encounters the collision risk. The safe handling operation can also be called safe handling measures, including but not limited to braking so that the time difference between the first vehicle and the target object in the position crossing area is large, and the collision risk is reduced; or turn such that there is no longer a position crossing region between the trajectory information of the first vehicle and the trajectory information of the target object. It can be seen that this implementation enables timely control of the first vehicle to avoid collision with the target object when there is a risk of collision.

Optionally, the related contents described in the second aspect may also refer to the possible implementation manners described in the above first aspect, and are not described in detail here.

In a third aspect, the present application further provides a vehicle control method, which takes the first device as an execution subject for explanation. The vehicle control method includes:

the first equipment determines attribution of road driving right in the position crossing area according to the time difference of the position crossing area;

the first device controls the first vehicle to execute a safety handling measure when the first vehicle does not have the road driving right; or the like, or, alternatively,

the first device controls a first vehicle passing position intersection area when the first vehicle has a road right of travel.

Wherein, M and N are integers which are more than or equal to 1. Optionally, the relevant descriptions of M and N can be found in the relevant contents of the above first aspect, and are not described in detail here.

Therefore, the vehicle control method can handle the passing of the first vehicle and the target object in the position crossing area according to the attribution of the road driving right when the lane where the first vehicle and the target object are respectively located has the difference of the road driving rights (for example, the priority of the first track information is different from the priority of the second track information, or the priority of the road where the position indicated by the first track information is located is different from the priority of the road where the position indicated by the second track information is located), so that the driving safety is improved, and the passing efficiency is improved.

Optionally, when there is no difference in road driving right between lanes in which the first vehicle and the target object are respectively located (for example, when the priority of the first trajectory information is the same as the priority of the second trajectory information, or the priority of a road in which the position indicated by the first trajectory information is located is the same as the priority of a road in which the position indicated by the second trajectory information is located, or the first trajectory information and the second trajectory information have no priority difference), the method for evaluating the collision risk by using the time difference between the position intersection regions in the first aspect or the second aspect may be used to process the traffic of the first vehicle and the target object in the position intersection region, so as to improve the traffic efficiency while improving the driving safety.

Optionally, the first device determines attribution of the road driving right in the position crossing area according to the time difference of the position crossing area, which can be referred to the related explanation of the first aspect and will not be described in detail here.

In addition, some possible implementations of the third aspect may also be referred to in the related description of the first aspect, for example, in the related description of the first track information and the second track information, the related description of the first aspect may be referred to in the related description of the first aspect.

In a fourth aspect, the present application further provides a vehicle control apparatus that may perform the method described in the first aspect or any one of the possible implementation manners of the first aspect. For example, the vehicle control device may include:

an acquisition unit configured to acquire first trajectory information indicating M time points and positions where a first vehicle is located at the M time points, respectively, where M is an integer greater than or equal to 1;

the acquisition unit is further used for acquiring second track information, the second track information is used for indicating N time points and positions of the target object at the N time points respectively, and N is an integer greater than or equal to 1;

a determination unit configured to determine a time difference between the first vehicle and the target object in a position intersection area, where the position intersection area includes the same position of the positions indicated by the first trajectory information and the second trajectory information, respectively; the time difference of the position crossing area is a difference between time points at which the first vehicle and the target object are respectively at the same position in the position crossing area;

and the control unit is used for controlling the first vehicle according to the time difference of the position crossing area.

Therefore, the vehicle control device controls the first vehicle based on the time difference between the first vehicle and the target object in the position crossing area, and is beneficial to improving the traffic efficiency while improving the driving safety.

In a fifth aspect, the present application further provides a vehicle control apparatus that may perform the method described in the second aspect or any one of the possible implementations of the second aspect. For example, the vehicle control device may include:

the determining unit is used for determining that the collision risk exists between the first vehicle and the target object when the time difference of the position crossing area belongs to the dangerous time difference interval; or when the time difference of the position crossing area does not belong to the dangerous time difference interval, determining that no collision risk exists between the first vehicle and the target object;

wherein the position crossing area includes the same position among the positions indicated by the first trajectory information and the second trajectory information, respectively, and the time difference of the position crossing area is a difference between points in time at which the first vehicle and the target object are at the same position in the position crossing area, respectively.

Therefore, the vehicle control device evaluates the collision risk between the first vehicle and the target object based on the time difference and the dangerous time difference interval of the first vehicle and the target object in the position crossing area, thereby improving the traffic efficiency while improving the driving safety.

Optionally, the related contents of this aspect, such as the first track information and the second track information, can refer to the related contents described in the first aspect, and are not described in detail here.

In a sixth aspect, the present application further provides a vehicle control apparatus that can perform the method described in the third aspect or any one of the possible implementation manners of the third aspect. For example, the vehicle control device may include:

a determination unit, configured to determine attribution of a road driving right in a position crossing area according to a time difference of the position crossing area;

a control unit configured to control the first vehicle to perform a safety measure when the first vehicle does not have a road right of travel; or, when the first vehicle has the road driving right, controlling the first vehicle passing position crossing area.

Therefore, the vehicle control device evaluates the attribution of the road driving right between the first vehicle and the target object based on the time difference between the first vehicle and the target object in the position crossing area, thereby improving the driving safety and improving the traffic efficiency.

Optionally, the relevant contents of this aspect, such as the first track information and the second track information, can be referred to the relevant contents described in the first aspect, and are not described in detail here.

In a seventh aspect, the present application provides a chip system comprising at least one processor configured to support the implementation of the functionality referred to in any of the first to third aspects, e.g. to receive or process data and/or information referred to in the above methods.

In one possible design, the system-on-chip further includes a memory to hold program instructions and data, the memory being located within the processor or external to the processor. The chip system may be formed by a chip, or may include a chip and other discrete devices.

In an eighth aspect, the present application further provides a computer-readable storage medium having stored thereon a computer program for implementing the method described in any one of the first to third aspects (or any one of its possible implementations) when the computer program is run on one or more processors.

In a ninth aspect, the present application discloses a computer program product, which when run on one or more processors implements the method described in any one of the first to third aspects (or implements any one of its possible implementations).

In a tenth aspect, the present application provides a vehicle for carrying out the method as described in any one of the first to third aspects above (or in any one of the possible implementations thereof).

In an eleventh aspect, the present application provides a server comprising a memory having executable program code stored therein; the server may further comprise a processor coupled to the memory, the processor calling the executable program code stored in the memory to perform the method described in any one of the first to third aspects (or to implement any one of its possible embodiments).

In a twelfth aspect, the present application provides an apparatus, where the apparatus includes a processor configured to support the apparatus to perform the method described in any one of the first to third aspects (or to implement any one of its possible implementations). The device may also include a memory, coupled to the processor, that stores program instructions and data necessary for the device. The device may also include a communication interface for the device to communicate with other devices or a communication network.

Drawings

FIG. 1 is a scene schematic diagram of a vehicle driving in the same direction according to an embodiment of the present disclosure;

FIG. 2 is a schematic view of a scene in which vehicles travel in opposite directions according to an embodiment of the present disclosure;

FIG. 3 is a schematic view of a vehicle driving on different roads according to an embodiment of the present disclosure;

FIG. 4 is a first view of a driving situation of a vehicle according to an embodiment of the present disclosure;

fig. 5 is a schematic view of a driving scene of a vehicle according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a communication system according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a vehicle 200 according to an embodiment of the present application;

fig. 8 is a schematic structural diagram of a sensing system 220 according to an embodiment of the present disclosure;

fig. 9 is a schematic structural diagram of a laser radar 222 according to an embodiment of the present disclosure;

fig. 10 is a schematic structural diagram of an ADAS system according to an embodiment of the present application;

FIG. 11 is a flow chart illustrating a method 100 for controlling a vehicle according to an embodiment of the present disclosure;

FIG. 12 is a schematic diagram illustrating track information of a vehicle traveling straight at a constant speed according to an embodiment of the present application;

FIG. 13 is a schematic diagram of track information of vehicle acceleration straight-line driving provided by the embodiment of the application;

FIG. 14 is a schematic diagram illustrating trajectory information for a vehicle according to an embodiment of the present application;

FIG. 15 is a schematic diagram of stationary trajectory information of a vehicle according to an embodiment of the present application;

fig. 16 to fig. 20 are schematic diagrams of respective driving scenarios of vehicles provided in an embodiment of the present application;

FIG. 21 is a further schematic view of a vehicle driving scenario provided by an embodiment of the present application;

FIG. 22 is a schematic diagram of a vehicle 1 provided by the embodiment of the present application performing a braking action;

fig. 23 is a schematic diagram of a vehicle 1 provided in the embodiment of the present application that performs a steering measure;

FIG. 24 is a further schematic diagram of a vehicle driving scenario provided by an embodiment of the present application;

FIG. 25 is a further schematic view of a vehicle driving scenario provided by an embodiment of the present application;

FIG. 26 is a schematic flow chart diagram of a vehicle control method 200 provided by an embodiment of the present application;

fig. 27 to 30 are schematic views of a vehicle driving scenario provided in an embodiment of the present application;

FIG. 31 is a schematic flow chart diagram illustrating a method 300 for controlling a vehicle according to an embodiment of the present disclosure;

FIG. 32 is a schematic flow chart diagram of a vehicle control method 400 provided by an embodiment of the present application;

fig. 33 to 34 are schematic diagrams of a vehicle driving scenario provided in an embodiment of the present application, respectively;

fig. 35 is a schematic structural diagram of a vehicle control device 100 according to an embodiment of the present application;

fig. 36 is a schematic structural diagram of a vehicle control device 200 according to an embodiment of the present application.

Detailed Description

The technical solution in the embodiments of the present application is described below with reference to the drawings in the embodiments of the present application.

It should be noted that the ordinal numbers such as "first", "second", etc. are used in the embodiments of the present application to distinguish a plurality of objects, and are not used to limit the sequence, timing, priority or importance of the plurality of objects. For example, the first track information, the second track information, and the like are not different in structure, importance, and the like, but are merely different track information for distinguishing between different track information. In the description of the embodiments of the present application, "a plurality" means two or more unless otherwise specified.

1. A vehicle control method based on safe distance or traffic regulations.

In the embodiment of the present application, at least one moving target object such as a running vehicle, a walking pedestrian, a riding bicycle, a running animal, and the like, and at least one stationary target object such as a traffic cone, a charging pile, a railing, and a standing pedestrian may exist in the surrounding environment of the vehicle, which is not limited in the present application. Fig. 1 to 3 illustrate an example in which a vehicle 2 is present in the surrounding environment of the vehicle 1.

Fig. 1 is a schematic view of a vehicle driving in the same direction. As shown in fig. 1, the vehicle 1 travels in the same direction as the vehicle 2, and the vehicle 1 is behind the vehicle 2. Once the vehicle 1 makes an erroneous decision, such as overtaking, overtaking without overtaking condition, etc., it is extremely easy to collide with the vehicle 2 to cause a traffic accident. It is assumed that the vehicle 2 decelerates at the maximum deceleration (corresponding to the vehicle 2 deceleration distance shown in fig. 1), the vehicle 1 accelerates at the maximum acceleration (corresponding to the vehicle 1 acceleration distance shown in fig. 1), and then decelerates at the minimum deceleration (corresponding to the vehicle 1 deceleration distance). In this case, the distance that ensures that the vehicle 1 and the vehicle 2 do not collide with each other is set as the safety distance L1, and at this time, the distance between the vehicle 1 and the vehicle 2 is kept to be not less than the safety distance L1 to ensure the driving safety.

As another example, fig. 2 is a schematic view of a scenario in which vehicles run in opposite directions, and as shown in fig. 2, the

vehicles

1 and 2 run in opposite directions, and when both the

vehicles

1 and 2 accelerate at the maximum acceleration and then decelerate at the minimum deceleration within the system reaction time, a distance that ensures that the

vehicles

1 and 2 do not collide is set as a safe distance L2, and at this time, the distance between the

vehicles

1 and 2 is kept to be not less than the safe distance L2, so as to ensure driving safety.

As another example, fig. 3 is a schematic diagram of a scenario in which a vehicle travels on different roads, and as shown in fig. 3, the vehicle 1 and the vehicle 2 travel on different roads, in order to make the vehicle 1 and the vehicle 2 normally pass through an intersection area between the road 1 and the road 2, it is required to determine whether the vehicle 1 or the vehicle 2 has a road travel right. For example, the attribution of the road driving right may be determined according to the distance between the vehicle and different road intersections, as shown in fig. 3, if the vehicle 1 is closer to the road intersection than the vehicle 2, the vehicle 1 has the road driving right to ensure the driving safety.

2. Based on the vehicle control method for ensuring driving safety in various driving scenarios described in fig. 1 to 3, how the vehicle control method described above affects traffic efficiency is described below.

Referring to fig. 4, assuming that the vehicle 1 firstly runs on the road 1 and then turns to the road 2 to run, and the vehicle 2 runs straight on the road 1, if the vehicle 1 needs to keep the distance between the vehicle 1 and the vehicle 2 greater than the safe distance L1 at any time by using the vehicle control method shown in fig. 1, then as shown in fig. 4, the vehicle 2 has already run through the intersection area between the road 1 and the road 2, so there is no collision risk between the vehicle 1 and the vehicle 2, and if the vehicle 1 still keeps the distance between the vehicle 1 and the vehicle 2 greater than the safe distance L1, that is, in this case, the traffic efficiency of the vehicle 1 is affected, and thus the traffic efficiency is affected.

Referring to fig. 5, if the vehicle 1 firstly runs on the road 1 and then turns to the road 2 to run, the vehicle 2 runs straight on the road 1, and the vehicle 1 enters the road 2 to run at the next time, the vehicle 1 and the vehicle 2 do not reach the intersection area of the road 1 and the road 2 at the same time, in this case, if the vehicle control method shown in fig. 2 is adopted, the vehicle 1 and the vehicle 2 need to keep the distance between them larger than the safe distance L2, so as to affect the traffic efficiency of the vehicle 1 and the vehicle 2, and further affect the traffic efficiency.

Referring to fig. 3, if the speed of the vehicle 1 closer to the road intersection is slower and the speed of the vehicle 2 farther from the road intersection is faster, the determination of the road driving right based on the distance alone as described above with reference to fig. 3 may affect the traffic efficiency and is not reliable for traffic safety.

3. The system and the related device provided by the embodiment of the application are explained so as to facilitate understanding of the vehicle control method provided by the embodiment of the application.

The embodiment of the application provides a vehicle control method, which can control vehicles according to the time difference of position crossing areas existing among track information of the vehicles, so that the traffic efficiency is improved while the driving safety is improved. Alternatively, the time difference may also be referred to as a Safety Time Difference (STD). Alternatively, the vehicle control method may also be referred to as a safe time difference method.

It should be noted that the system and the related device described in the embodiment of the present application are for more clearly illustrating the technical solutions of the embodiment of the present application, and do not constitute a limitation to the technical solutions provided in the present application, and as a person having ordinary skill in the art knows, along with the evolution of the system and the appearance of new devices, the technical solutions provided in the embodiment of the present application are also applicable to similar technical problems.

Referring to fig. 6, fig. 6 is a schematic diagram of a communication system according to an embodiment of the present disclosure. The communication system may include a vehicle and a server. As shown in fig. 6, the server is, for example, a cloud 100, and the cloud 100 may include a cloud server and/or a cloud virtual machine. The server can communicate with the vehicle 200 to provide various services for the vehicle, such as an automatic driving service, a driving assistance service, or a high-precision map service.

The vehicle 200 may exchange information with the cloud 100 in a wireless communication manner, and the wireless communication may follow a wireless protocol of a network to which the vehicle 200 accesses, for example, cellular-to-electrical (C-V2X) communication based on a cellular network. The cellular network may be a Long Term Evolution (LTE) wireless network, a fifth generation (5g) wireless network, a sixth generation (6g) wireless network, or a future evolution wireless network.

In addition, as shown in fig. 6, the communication system may further include a Road Side Unit (RSU) 300, and the RSU 300 may be installed at the road side to communicate with the cloud and the vehicle. The roadside unit 300 in communication with the cloud 100 may be regarded as a terminal device similar to the vehicle 200; the roadside unit 300 that communicates with the vehicle 200 may be regarded as a terminal device similar to the vehicle 200, and may also be regarded as a server device of the vehicle 200. The roadside unit 300 may also interact with the vehicle 200 and the cloud 100 in a wireless communication manner, for example, the communication with the vehicle 200 may adopt a Dedicated Short Range Communication (DSRC) technology or C-V2X communication based on a cellular network, and the communication with the cloud 100 may adopt C-V2X communication based on a cellular network.

The roadside unit 300 may provide services for the vehicle 200, such as enabling vehicle identification, electronic toll collection, electronic deductions, and the like. The roadside unit 300 may be installed with a sensing device to realize the collection of road information, thereby providing a vehicle-road cooperative service; the road side unit may also interface a road side traffic sign (e.g., an electronic traffic light or an electronic speed limit sign as shown in fig. 6) to realize real-time control of the traffic light or the speed limit sign, or may directly provide road information to the vehicle through a cloud to improve an automatic driving or driving assistance function.

For convenience of description, the trajectory information of the own vehicle (e.g., the vehicle 200) is referred to as first trajectory information, and the trajectory information of the object (e.g., the object 400) in the environment around the own vehicle is referred to as second trajectory information.

Based on the communication system shown in fig. 6, the vehicle 200 obtains first trajectory information and second trajectory information, wherein the first trajectory information is used for reflecting the moving trajectory of the vehicle 200 within a period of time, the second trajectory information is used for reflecting the moving trajectory of the object 400 (for example, a vehicle) within the same period of time, and the vehicle 200 determines the time difference of the position intersection area where the vehicle 200 and the object 400 exist according to the first trajectory information and the second trajectory information to control the operation of the vehicle 200, so that the traffic efficiency is improved while the driving safety is improved.

In one possible implementation, the trajectory information may be obtained (or determined) by the vehicle 200 from the vehicle, such as the first trajectory information is planned by the vehicle (vehicle 200), such as a route planned in advance by the vehicle according to a destination and/or a user preference (e.g., route, high speed priority, distance priority, time priority, etc.), or the vehicle collects environment information around the vehicle through a sensing device installed on the vehicle body, and then plans the trajectory information of the vehicle according to the environment information; or the two can be combined to adjust the track information according to the pre-planned path and the environment information; all of the above may be referred to as information of the planned trajectory. In addition, the second trajectory information may be predicted by the vehicle, and if the vehicle can predict the trajectory information of the target object based on the environment information, the trajectory information of the target object may be information of the predicted trajectory. As shown in fig. 6, the vehicle 200 collects environmental information around the vehicle, which indicates that the target object 400 shown in fig. 6 is included in the environment around the vehicle, through a sensing device mounted on the vehicle body, and further, the vehicle 200 can predict the trajectory information of the target object 400.

In another possible implementation manner, the trajectory information such as the first trajectory information, the second trajectory information, and the like is obtained by the vehicle 200 from the cloud 100 or the roadside unit 300. For example, the cloud 100 or the roadside unit 300 collects environmental information around the vehicle reported by a plurality of vehicles (including the vehicle 200 and the target object 400), and then predicts or plans track information of the plurality of vehicles. For another example, the track information of the target object 400 may be reported to the cloud 100 or the roadside unit 300, and the vehicle 200 may further obtain the track information of the target object 400 from the cloud 100 or the roadside unit 300.

In another possible implementation manner, one of the first track information and the second track information is obtained by the vehicle 200 from the vehicle itself, and the other information is obtained from another device, for example, the cloud 100 or the roadside unit 300.

The cloud 100 may determine the trajectory information of the vehicle or the target object from the environment information acquired from the vehicle, or may determine the trajectory information of the vehicle or the target object from the environment information acquired from the roadside unit 300. The environmental information may include road surface information (e.g., at least one of lane information, signal light information, obstacle information, etc.) and surrounding vehicle information.

In the automated driving or assisted driving service, the vehicle 200 may interact with the cloud 100 or the roadside unit 300 to improve the automated driving or assisted driving function.

For example, the vehicle 200 may obtain updated control instructions from the cloud 100 to control the vehicle 200. For example, the vehicle 200 may collect road surface information and surrounding vehicle information through a sensing device installed on a vehicle body, and upload the collected information to the cloud 100; the cloud 100 determines trajectory information of the vehicle 200 and trajectory information of objects around the vehicle 200 based on the collected information; for the vehicle 200, the cloud determines the time difference between the vehicle 200 and the surrounding target object in the position crossing area according to the track information of the vehicle 200 and the surrounding target object, further determines the control instruction of the vehicle 200 according to the time difference in the position crossing area, and updates the control instruction to the corresponding vehicle 200 to control the vehicle 200.

For another example, unlike the above example, the vehicle 200 may acquire trajectory information of itself and surrounding objects from the cloud 100 to control the vehicle 200. Specifically, the vehicle 200 may collect road surface information and surrounding vehicle information through a sensing device mounted on a vehicle body, and upload the collected information to the cloud 100; the cloud 100 determines trajectory information of the vehicle 200 and trajectory information of objects around the vehicle 200 based on the collected information; furthermore, the cloud 100 may update the trajectory information of the vehicle 200 and the trajectory information of the target objects around the vehicle to the corresponding vehicle 200; the vehicle 200 may acquire trajectory information of itself and surrounding target objects from the cloud 100, and then determine a position crossing area and a time difference of the position crossing area according to the trajectory information to control itself.

For another example, in severe weather, the vehicle 200 may obtain weather information and road traffic accident information through the cloud 100, assist the vehicle in planning its own trajectory information and predicting the trajectory information of the target object in the surrounding environment, thereby further improving driving safety and improving traffic efficiency. Or, the cloud 100 may send real-time road information, such as traffic light information, to the vehicle 200, so that the vehicle 200 may receive the time interval between changes of the traffic light at the intersection ahead in advance, thereby more accurately planning the trajectory information and predicting the trajectory information of the target object in the surrounding environment, and thus, the driving safety may be further improved.

In the high-precision map service, the vehicle 200 may download high-precision map data from the cloud 100 to obtain a high-precision map, so as to provide a more accurate navigation service for a user. The service can not only update the road information into the map more timely, but also reduce the requirement of the vehicle local on the storage space. For example, for a large city or an area, the data volume of the whole set of high-precision map is large, the high-precision map service provided by the cloud end enables the vehicle to obtain the high-precision map of the area with the current position and a small range in real time when the vehicle is running, and the high-precision map of the area can be released from the vehicle when the high-precision map is not needed. Therefore, the vehicle is further assisted to plan the track information of the vehicle and predict the track information of the target object in the surrounding environment.

The vehicle 200 may be a vehicle based on a vehicle Electronic/Electronic Architecture (E/E) Architecture, and the vehicle 200 may be configured with different levels of automated driving assistance so that the driver may be assisted in controlling the vehicle, or the vehicle may be fully controlled without any driver intervention.

As shown in FIG. 7, the vehicle 200 may include various subsystems, such as a travel system 210, a sensing system 220, a control system 230, one or more peripherals 240, as well as a power source 250, a user interface 260, and a computer system 270. Alternatively, vehicle 200 may include more or fewer subsystems, and each subsystem may include multiple elements. Additionally, the subsystems and components of vehicle 200 may be interconnected by wires or wirelessly.

The travel system 210 may include components that provide powered motion to the vehicle 200. Alternatively, the travel system 210 may include an engine, an energy source, a transmission, and wheels/tires. The engine may be an internal combustion engine, an electric motor, an air compression engine, or other type of engine combination, such as a hybrid engine of a gasoline engine and an electric motor, or a hybrid engine of an internal combustion engine and an air compression engine. The engine converts the energy source into mechanical energy.

Exemplary energy sources include gasoline, diesel, other petroleum-based fuels, and propane or other compressed gas-based fuels, ethanol, solar panels, batteries, or other sources of electrical power. The energy source may also provide energy to other systems of the vehicle 200.

The transmission may transmit mechanical power from the engine to the wheels. The transmission may include a gearbox, a differential, and a driveshaft. The transmission may also include other components, such as a clutch. Wherein the drive shaft may include: one or more axles that may be coupled to one or more wheels.

The sensing system 220 may include several sensors that sense information about the environment surrounding the vehicle 200. For example, as shown in FIG. 8, sensing system 220 may include, but is not limited to, a camera 221, a lidar 222, a long or medium/short range millimeter wave radar 223 (hereinafter millimeter wave radar 223), an ultrasonic sensor 224, and the like. The camera 221 is configured to acquire image information of an environment where the vehicle 200 is located, and a plurality of cameras may be mounted on a vehicle body to acquire information from more angles. The LiDAR 222 is a short for a Light Laser Detection and Ranging (LiDAR) system, and as shown in fig. 9, mainly includes a transmitter 2221, a receiver 2222 and a signal processing unit 2223, after a Laser emitted by the transmitter 2221 irradiates a target object, the Laser is reflected by the target object, a reflected Light is converged onto the receiver 2222 via a lens group, and the signal processing unit 2223 is responsible for controlling the emission of the transmitter 2221, processing a signal received by the receiver 2222, and calculating information such as a position, a speed, a distance, and/or a size of the target object. The millimeter-wave radar 223 uses millimeter waves as a detection medium, and can measure the distance, angle, relative speed, and the like from the millimeter-wave radar to the object to be measured. The ultrasonic sensor 224, which may be referred to as an ultrasonic radar, is a sensing device that uses ultrasonic detection, and operates on the principle that an ultrasonic wave is emitted outward by an ultrasonic emitting device, and the ultrasonic wave reflected by an obstacle is received by a receiving device, and the distance is measured based on the time difference between the reflected and received ultrasonic waves. The distance measured by the ultrasonic sensor 224 can be used to indicate the distance from the vehicle body to an obstacle, assist in parking, or reduce unnecessary collisions. The number of the sensors may be one or more, which is not limited in the embodiments of the present application.

As shown in fig. 8, the millimeter wave radar 223 may be classified into a Long Range Radar (LRR), a Medium Range Radar (MRR), and a Short Range Radar (SRR) according to the distance of the detection. The application scenes mainly oriented by the LRR comprise active cruise, braking assistance and the like; the application scenarios mainly oriented by the MRR/SRR include automatic parking, lane merging assistance, blind spot detection and the like. The LRR can be arranged in front of the vehicle body, the MRR/SRR can be arranged at four corners of the vehicle, and the coverage of 360-degree range around the vehicle body can be realized by common use.

In addition, the sensing system 220 further includes a positioning system and an Inertial Measurement Unit (IMU). The Positioning System may be a Global Positioning System (GPS) System, a beidou System or other Positioning systems for estimating the geographic position of the vehicle 200. The IMU is used to sense position and orientation changes of the vehicle 200 based on inertial acceleration. The IMU may be a combination of an accelerometer and a gyroscope.

The sensing system 220 may also include sensors of internal systems of the vehicle 200 (e.g., an in-vehicle air quality monitor, a fuel gauge, an oil temperature gauge, etc.). Sensor data from one or more of these sensors may be used to detect the object and its corresponding characteristics (e.g., position, shape, orientation, velocity, etc.). Such detection and identification is a key function of safe driving of the vehicle 200.

The control system 230 is used to control the vehicle 200 and its components for related operations. Control system 230 may include a variety of elements including a steering system, throttle, brake unit, computer vision system, route control system, and obstacle avoidance system.

The steering system may be used to adjust the heading of the vehicle 200. For example, the steering system may be a steering wheel system.

The throttle is used to control the operating speed of the engine and thus the speed of the vehicle 200.

The brake unit is used for controlling the vehicle to decelerate. The brake unit may use friction to slow the wheel. In other embodiments, the brake unit may convert the kinetic energy of the wheel into an electric current. The brake unit may take other forms to slow the wheel speed to control the speed of the vehicle.

The computer vision system may be operable to process and analyze images captured by the cameras in order to identify objects and/or features in the environment surrounding the vehicle 200. The objects and/or features may include traffic signals, road boundaries, and obstacles. Computer vision systems may use object recognition algorithms, motion from Motion (SFM) algorithms, video tracking, and other computer vision techniques. In some embodiments, the computer vision system may be used to map an environment, track objects, estimate the speed of objects, and so forth.

The route control system is used to determine a travel route of the vehicle 200. In some embodiments, the route control system may determine a travel route for the vehicle 200 in conjunction with data from the GPS and one or more predetermined maps of the sensing system 220 to obtain trajectory information.

Obstacle avoidance systems are used to identify, assess and avoid or otherwise negotiate potential obstacles in the environment of a vehicle.

Optionally, control system 230 may additionally or alternatively include components other than those shown and described. Or may reduce some of the components shown above.

Vehicle 200 interacts with external sensors, other vehicles, other computer systems, or users through peripherals 240. Peripheral devices 240 may include a wireless communication system, a microphone, and/or a speaker.

In some embodiments, peripheral device 240 and user interface 260 provide a means of interaction for a user. In other cases, the peripheral device 240 may provide a means for the vehicle 200 to communicate with other devices within the vehicle. For example, the microphone may receive audio (e.g., voice commands or other audio input) from a user of the vehicle 200. Similarly, the speakers may output audio to a user of the vehicle 200.

The power supply 250 may provide power to the vehicle 200. In one embodiment, power source 250 may be a rechargeable lithium ion or lead acid battery. One or more battery packs of such batteries may be configured as a power source to provide power to various components of the vehicle 200. In some embodiments, the power supply 250 and the energy source may be implemented together; for example, power and energy sources in all-electric vehicles work together to power the vehicle.

The computer system 270 is operable to provide control over many aspects of the vehicle 200 and its subsystems. Computer system 270 may include at least one processor that executes instructions stored in a computer-readable storage medium, such as a data storage device. The computer system 270 may also be a plurality of computing devices that control individual components or subsystems of the vehicle 200 in a distributed manner.

In some embodiments, the data storage device may contain instructions (e.g., program logic) that are executable by the processor to perform functions of the vehicle 200, such as any of the functions described above.

In addition to instructions, the data storage device may also store data such as road maps, route information, the location, direction, speed, or other vehicle data of the vehicle. Such data may be used by the vehicle 200 and the computer system 270 during operation of the vehicle 200 in different levels of autonomous driving modes.

A user interface 260 for providing information to or receiving information from a user of the vehicle 200. Optionally, the user interface 260 may include one or more input/output devices within the set of peripheral devices 240, such as a wireless communication system, a microphone, and a speaker. Optionally, the user interface 260 includes an interface to a Human-Machine Interaction (HMI) system, which is a vehicle information input, entertainment, interactive system. For example, the HMI system may connect a display screen and a voice device, and intuitively provide information to a user by displaying an image on the display screen or giving an audio prompt by the voice device. Meanwhile, the user may provide information to the automatic driving system mounted in the vehicle by operating on a display screen or by means of voice, etc.

The computer system 270 may control the functions of the vehicle 200 based on inputs received from various subsystems (e.g., the travel system 210, the sensing system 220, and the control system 230) and from the user interface 260. For example, the computer system 270 may utilize input from the control system 230 to control steering to avoid obstacles detected by the sensing system 220 and obstacle avoidance system.

Alternatively, the above-described components are just one example; in practical applications, components in the above modules may be added or deleted according to practical needs, and fig. 7 should not be construed as limiting the embodiments of the present application.

Vehicles traveling on the road, such as vehicle 200 above, may identify objects within their surrounding environment to determine an adjustment to the current speed. The object may be another vehicle, a traffic control device, or another type of object. In some examples, each identified object may be considered independently, and the speed at which the vehicle is to be adjusted may be determined based on the respective characteristics of the object, such as its current speed, acceleration, separation from the vehicle, and so forth.

Optionally, the vehicle 200 or a computing device associated with the vehicle 200 (e.g., a computer system 270, a computer vision system, or a data storage device as shown in fig. 7) may predict behavior of the identified objects based on characteristics of the identified objects and the state of the surrounding environment (e.g., traffic, rain, ice on the road, etc.). Optionally, each identified object depends on the behavior of each other, so it is also possible to predict the behavior of a single identified object taking all identified objects together into account. The vehicle 200 is able to adjust its speed based on the predicted behaviour of said identified object. In other words, the vehicle is able to determine a steady state (e.g., acceleration, deceleration, or stopping) to which the vehicle is to adjust based on the predicted behavior of the object. In this process, other factors may also be considered to determine the speed of the vehicle 200, such as the lateral position of the vehicle 200 in the road on which it is traveling, the curvature of the road, the proximity of static and dynamic objects, and so forth.

In addition to providing instructions to adjust the speed of the vehicle, the computing device may provide instructions to modify the steering angle of the vehicle 200 to cause the vehicle to follow a given trajectory and/or maintain a safe distance from objects in the vicinity of the vehicle (e.g., vehicles in adjacent lanes on the road).

The vehicle 200 may also be referred to as a vehicle, such as a car, a truck, a motorcycle, a bus, a boat, an airplane, a helicopter, a lawn mower, a recreational vehicle, a playground vehicle, construction equipment, a trolley, a golf cart, a train, or a trolley, and the embodiment of the present invention is not particularly limited.

Optionally, the vehicle 200 may include, but is not limited to, one or more of the following components: a Mobile Data Center (MDC), a Gateway (GW), an Electronic Control Unit (ECU), and the like. These components may be located in one or more processors as described above. The GW is a core component of the entire vehicle, and is used as a data interaction hub of an entire vehicle Network, and CAN route Network data such as a Control Area Network (CAN), a Local Interconnect Network (LIN), a multimedia data transfer (MOST), and the like in different networks. The MDC is an intelligent on-board computing platform for vehicles. The ECU is a controller in the vehicle. Optionally, the vehicle 200 may further include a Telematics BOX (T-BOX). The T-BOX can be used to communicate with the outside of the vehicle, with background systems and with cell phone Applications (APPs).

Referring to fig. 10, fig. 10 is a schematic structural diagram of an ADAS system according to an embodiment of the present disclosure. Wherein the ADAS system may be located in the vehicle 200 or in an onboard device. As shown in fig. 10, the ADAS system mainly includes three modules, which are: a perception fusion module 121, a decision module 122 and a control module 123. The sensing fusion module 121 is configured to sense an environment around a vehicle body through a sensor on the vehicle, acquire environmental information, perform fusion processing on the acquired information, and provide the information to the decision module 122; the decision module 122 is used for making driving decisions based on the information provided by the perception module; the control module 123 is used for making corresponding control based on the driving decision of the decision module 122, such as controlling acceleration and deceleration, steering, braking, etc. of the vehicle.

In addition, the perception fusion module 121 may obtain vehicle positioning information from a global navigation satellite system, map information of a driving environment of the vehicle from a map provider, and/or interaction information with other vehicles or devices through a wireless communication technology (e.g., V2X communication technology), in addition to the environment information obtained through the sensor, so as to provide the obtained information to the decision module 122 after fusion processing.

As shown in fig. 10, the ADAS system can also implement information interaction with the driver through HMI, acquire driver instructions, and feedback the current state of the system to the driver. The ADAS system can implement different levels of automatic driving assistance as described above based on information obtained by an artificial intelligence algorithm and multiple sensors.

In the ADAS system, the algorithm used by the decision module 122 to make a decision may be updated in a software update manner, and the software update may be performed by Over The Air (OTA).

As shown in fig. 10, the ADAS system may also be combined with a vehicle-to-electrical (V2X) technology to provide more abundant and accurate information for the vehicle and improve the performance of the ADAS. V2X may include vehicle to vehicle (V2V), vehicle to infrastructure (V2I), vehicle to person (V2P), vehicle to network (V2N), and the like. For example, based on V2V, the vehicle may be assisted in acquiring information of other vehicles in the vicinity, such as trajectory information of other vehicles as described in the embodiments of the present application.

As shown in fig. 10, the ADAS system can also be combined with high precision maps to implement/promote various functions, such as: (1) High-precision positioning is performed, the positioning precision based on a high-precision map can reach centimeter level, the high-precision map can provide more accurate positioning information for vehicles, and in addition, the high-precision map can provide more dimensional information for an ADAS (adaptive navigation System), such as road gradient, curvature and the like; (2) Auxiliary environment perception, namely obtaining information such as roads, traffic, basic settings and the like around a vehicle based on a high-precision map so as to provide auxiliary information for an ADAS perception system; (3) Navigation and path planning, based on the information of the high-precision map, can realize more accurate and optimized path planning, for example, the lane-level precision navigation can be realized at the confluence junction, and the position of the vehicle can be accurately acquired under an elevated scene, so that the navigation under a three-dimensional scene is provided for the vehicle.

In a possible implementation manner, in the ADAS system shown in fig. 10, the decision module 122 includes a planning module 1221 and a prediction module 1222, where the planning module 1221 is configured to determine first trajectory information, that is, trajectory information of a vehicle according to the environment information subjected to fusion processing by the perception fusion module 121; the prediction module 1222 is configured to determine second trajectory information, i.e., trajectory information of the target object, according to the environment information after the perceptual fusion module 121 performs fusion processing. Alternatively, the prediction module 1222 may be a module separate from the decision module 122.

In addition, the ADAS system shown in fig. 10 further includes a safety module 124, the decision module 122 inputs both the first trajectory information and the second trajectory information to the safety module 124, and the safety module 124 is configured to determine a time difference of a position intersection area where the first trajectory information and the second trajectory information exist, and output a safety evaluation of the first trajectory information or control information of the vehicle 200 to the control module 123; further, the control module 123 controls the vehicle 200 according to the safety evaluation of the first track information or the control information of the vehicle 200, for example, controls a brake or an actuator to take corresponding action, such as acceleration, lane change, steering, braking, or warning. Optionally, the safety module 124 may also transmit the safety evaluation of the first trajectory information back to the decision module 122, and the decision module 122 replans the driving path according to the safety evaluation, so as to reduce the collision risk.

4. Vehicle control method

To facilitate understanding of the embodiments of the present application, the communication system shown in fig. 6, the vehicle 200 shown in fig. 7, and the ADAS system shown in fig. 10 are described above with reference to the drawings. The embodiment of the present application may not only implement the vehicle control method based on the interaction between the cloud 100 or the roadside unit 300 and the vehicle 200 in fig. 6, but also implement the above control method based on the device of the vehicle 200 itself (e.g., a sensor and an ADAS system of the vehicle). For convenience of description, in the embodiment of the present application, the first device is used as an execution main body to implement the vehicle control method, and the first device may be a vehicle, a cloud device, or a road side device.

Embodiments of the present application may include, but are not limited to, one or more of the vehicle control methods 100 through 400 described below. Wherein:

the vehicle control method 100 provided by the embodiment of the application can control the vehicle according to the time difference of the position intersection area existing between the track information of the vehicle and the target object, thereby improving the traffic efficiency while being beneficial to improving the driving safety.

The vehicle control method 200 provided by the embodiment of the application can evaluate whether there is a collision risk between the vehicle and the target object by using the time difference of the position intersection area existing between the trajectory information of the vehicle and the target object, so that the traffic efficiency is improved while the driving safety is improved.

The vehicle control method 300 provided by the embodiment of the application can utilize the time difference of the position intersection region existing between the track information of the vehicle and the target object to attribute the road driving right between the vehicle and the target object, so that the traffic efficiency is improved while the driving safety is improved.

The above vehicle control methods 100-300 can be combined with each other, for example, in the vehicle control method 400 provided in the embodiment of the present application, the first device can execute the vehicle control method 200 and the vehicle control method 300 to improve traffic efficiency while improving driving safety. For example, when there is a priority difference between the trajectory information of the vehicle and the target object, the running relationship between the vehicle and the target object is processed by the vehicle control method 300; when there is no priority difference between the trajectory information of the vehicle and the target object, processing the running relationship between the vehicle and the target object by using the vehicle control method 200; alternatively, after the driving relationship between the vehicle and the target object is processed by the vehicle control method 300, the driving relationship between the vehicle and the target object may be processed by the vehicle control method 200, and specifically, the following related contents may be referred to.

1. Vehicle control method 100

Referring to fig. 11, fig. 11 is a flowchart illustrating a vehicle control method 100 according to an embodiment of the disclosure. As shown in fig. 11, the vehicle control method 100 includes, but is not limited to, the steps of:

s101, first equipment acquires first track information, wherein the first track information is used for indicating M time points and positions of a first vehicle at the M time points;

s102, the first equipment acquires second track information, wherein the second track information is used for indicating N time points and positions of the target object at the N time points;

in the embodiment of the present application, the object is a moving or stationary object existing in the environment around the vehicle, or a moving or stationary pedestrian or the like. Thus, the object may include a moving or stationary vehicle, a pedestrian, a bicycle, an obstacle, or the like. In the driving scenario of the vehicle shown in the embodiment of the present application, the vehicle 2 may be replaced by other types of moving or stationary objects.

In the embodiment of the application, a vehicle to be controlled in a vehicle control method is referred to as a host vehicle, a host vehicle or a first vehicle, correspondingly, trajectory information of the first vehicle is referred to as first trajectory information, and trajectory information of one target object in the surrounding environment of the first vehicle is referred to as second trajectory information. Accordingly, for a scene in which a plurality of objects are present in the surrounding environment of the first vehicle, the trajectory information of each of the plurality of objects is a plurality of second trajectory information. The number of the target objects or the number of the second track information is not limited in the embodiment of the application.

The first track information is used for reflecting the running track of the first vehicle in a period of time, and the second track information is used for reflecting the running track of the target object in the same period of time, and can be represented by a plurality of time points and positions of the time points.

In the embodiment of the application, the track information is used for indicating a plurality of time points and positions of the vehicle or the target object at the time points respectively. The number of time points indicated by the trajectory information is related to the path planning capability of the vehicle or the object, or the prediction capability of the device (such as the vehicle or the roadside unit) monitoring the object. Optionally, the track information may also be used to indicate a plurality of positions, and the time points of the vehicle or the object at the plurality of positions, respectively, so that the number of positions indicated by the track information is related to the path planning capability of the vehicle or the object, or the prediction capability of the device (such as the vehicle or the road side unit) which monitors the object. That is, M and N are integers greater than or equal to 1. The M time points, N time points are future time points. M relates to the path planning capability of the first device; n is related to the predictive capability of the first device or N is related to the path planning capability of the target object.

In this embodiment, the track information may include time information and position information, where the time information is used to indicate a plurality of time points, and the position information is used to indicate positions of the target object at the plurality of time points, respectively. Alternatively, the trajectory information may include a mapping relationship between a time point and a position of the target object at the time point.

In an alternative embodiment, the M time points indicated by the first trajectory information are predefined, and the position of the first vehicle at each time point is determined based on the speed direction, the speed magnitude and the acceleration of the first vehicle; the N time points indicated by the second trajectory information are predefined, and the position of the target object at each time point is determined based on the velocity direction, the velocity magnitude, and the acceleration of the target object.

Assuming that the current time is t0, M time points are t1, t2,. And tM, the current speed of the first vehicle is v1, and the acceleration is 0, then the distances between the positions corresponding to t1, t2,. And tM in the first track information and the position corresponding to the current time are respectively: v1 (t 1-t 0), v1 (t 2-t 0),.. V1 (tM-t 0), and the direction of the position corresponding to t1, t 2.. TM, in the first track information with respect to the position corresponding to the current time is: the speed direction of the first vehicle, and thus the position of the first vehicle at each point in time. N time points are T1, T2.,. TN, the current speed of the second vehicle is v2, and the acceleration is 0, then the distances between the position corresponding to the TN and the position corresponding to the current time in the second trajectory information are v2 · (T1-T0), v2 · (T2-T0),. Once, v2 (TN-T0), and the direction of the position corresponding to the TN relative to the position corresponding to the current time in the second trajectory information is the speed direction of the second vehicle.

Optionally, a kind of track information may be each time point and each corresponding position, and there may be, but is not limited to, the following two possible implementation manners:

in one possible implementation, the trajectory information may be determined according to the planned or predicted duration and the number of time points. For example, the planned time duration is T, and the number of time points is M, then the first device may select M time points from the time duration T, and further determine the position of the first vehicle at each time point according to the speed and the acceleration of the first vehicle, so as to obtain the track information of each time point and each corresponding position.

In another possible implementation, the trajectory information is determined based on the planned or predicted duration and the number of locations. For example, if the planned time duration is T and the number of positions is M', the first device determines a path to be traveled by the first vehicle during the time duration T according to the speed and the acceleration of the first vehicle; further, the first device selects M' positions from the route to be traveled and the time point of the first vehicle at each selected position, thereby obtaining trajectory information for each time point and corresponding each position.

For example, with the speed direction of the first vehicle as the direction of the first vehicle traveling path, the position reached by the first vehicle on the traveling path at each of the M time points is obtained according to the speed and the acceleration of the first vehicle, so as to obtain first track information composed of the position on the traveling path and the time point. For another example, the speed direction of the first vehicle is taken as the direction of the first vehicle running path, and the time points when the first vehicle reaches a plurality of positions on the running path are obtained according to the speed and the acceleration of the first vehicle, so that the first track information composed of the positions and the time points on the running path is obtained. Similarly, the second track information may also be determined in a similar manner, and is not described in detail herein.

The position and the time point indicated by the track information may be discrete or continuous.

For example, fig. 12 is a schematic diagram of the time point indicated by the predicted or planned trajectory information of the uniform linear motion of the vehicle and the trajectory of the corresponding position. Because of the uniform linear motion, as shown in fig. 12, the length of the path traveled by the vehicle is the same in the same time period at each time point. As shown in fig. 12, the track information may include time information of 1 second, 2 seconds, 3 seconds, 4 seconds, 5 seconds, 6 seconds, or a planned or predicted time length, a number of time points, and the like; the position information included in the track information may be a plurality of distance values from the current position, or a speed of constant speed driving, a preset time length, the number of positions, and the like.

For another example, fig. 13 is a schematic diagram of a trajectory corresponding to a position at a time point indicated by trajectory information of predicted or planned vehicle acceleration linear motion. Due to the acceleration of the linear motion, as shown in fig. 13, the length of the path along which the vehicle travels gradually increases with time during the same period of time corresponding to each time point.

For another example, fig. 14 is a schematic diagram of a trajectory corresponding to a position at a time point indicated by trajectory information of predicted or planned vehicle shift curve motion. Due to the shift curve motion, as shown in fig. 14, the length of the path traveled by the vehicle and the direction traveled by the vehicle are different in the same time period corresponding to each time point.

For another example, fig. 15 is a schematic diagram of a predicted or planned trajectory at a time point indicated by the trajectory information that the vehicle is stationary, and a trajectory corresponding to the position. Because the vehicle is stationary, the positions of the vehicles overlap, i.e., belong to the same position, in the same time period corresponding to each time point, as shown in fig. 15.

In addition, fig. 12 to 15 are described by taking a vehicle as an example, but in the vehicle control method described in the present application, these trajectory diagrams may be applied to other types of objects. For example, the trajectory diagram shown in fig. 15 may be a parking pile, a stationary pedestrian, or a stationary obstacle. In addition, the vehicle driving scene examples described in the embodiment of the present application, as shown in fig. 16 to 25, 27 to 30, and 32 to 34, are mainly explained by taking the vehicle 1 or the related devices in the vehicle 1 as an execution subject. The time points described in fig. 16 to 25, 27 to 30, and 32 to 34 are described in units of seconds for example, and the application is not limited thereto.

Optionally, the first device may obtain the first track information from the cloud 100 or the roadside unit 300 as shown in fig. 6, may plan the first device according to the road information and the surrounding vehicle information collected by the sensing system 220 installed on the vehicle body as shown in fig. 7, and may obtain the first track information from the planning module 1221 shown in fig. 10 as shown in fig. 7. Similarly, the first device may obtain the second track information from the cloud 100 or the roadside unit 300 shown in fig. 6. The track information obtained from the cloud 100 or the roadside unit 300 may be determined by the cloud 100 or the roadside unit 300 according to the road surface information and the surrounding vehicle information reported by each vehicle, or may be planned track information reported by each vehicle, or may be obtained by the first device from the prediction module 1222 shown in fig. 10 of the first vehicle.

S103, the first device determines the time difference between the first vehicle and the target object in a position crossing area;

the position crossing area includes the same position among the positions respectively indicated by the plurality of pieces of track information. That is, the position crossing area includes the same position among the positions indicated by the position information in the first track information and the position information in the second track information, respectively;

for example, in fig. 16, the vehicle driving scenario shown in fig. 1 is taken as an example, and if the vehicle 1 and the vehicle 2 travel straight at a constant speed on the same road and in the same direction, the speed of the vehicle 1 is higher than that of the vehicle 2, and the trajectory information of the vehicle 1 and the vehicle 2 is shown in fig. 10, the positions of the vehicle 1 at the times of {6 seconds, 7 seconds, 8 seconds, 9 seconds, \ 8230; } are the same as the positions of the vehicle 2 at the times of {0 seconds, 1 second, 2 seconds, 3 seconds, 4 seconds, \8230; }, and the position intersection region is a dashed-line frame range shown as the marker position intersection region in fig. 16.

For another example, in fig. 17, the vehicle driving scenario shown in fig. 2 is taken as an example, and it is assumed that the vehicle 1 and the vehicle 2 travel straight at a constant speed on the same road, but they travel in opposite directions and have the same speed, and the trajectory information of the vehicle 1 and the vehicle 2 is shown in fig. 17, so that the position of the vehicle 1 at the time point of {0 second, 1 second, 2 seconds, \8230;, 9 seconds, 10 seconds, 11 seconds, \8230 { } 9 seconds, \8230;, 2 seconds, 1 second, 0 second } or the like is the same as the position of the vehicle 2 at the time point of {. 11 seconds, 10 seconds, 9 seconds, \8230; }, 2 seconds, 1 second, 0 second or the like, and therefore the position intersection region is a range of a dashed frame shown in fig. 17 as the identification position intersection region.

For another example, in the vehicle driving scene shown in fig. 18, when the vehicle 1 travels straight at a constant speed on a road and a target object exists on the road, the vehicle 2 is taken as an example, the vehicle 2 is stationary, and the trajectory information of the

vehicles

1 and 2 is shown in fig. 18, the position of the vehicle 1 at {9 seconds } is the same as the position of the vehicle 2 at the time points of {0 seconds, 1 seconds, 2 seconds, 3 seconds, \8230; }, and the like, and therefore, the position intersection region existing between the trajectory information of the

vehicles

1 and 2 is the range of the broken line frame shown as the marker position intersection region in fig. 18.

For another example, in fig. 19, the vehicle travel scenario shown in fig. 3 is taken as an example, and assuming that the vehicle 1 travels straight at a constant speed on the road 2, the vehicle 2 travels straight at a constant speed on the road 1, the speeds of both are the same, and the trajectory information of the

vehicles

1 and 2 is as shown in fig. 19, then the position of the vehicle 1 at {7 seconds, 8 seconds } is the same as the position of the vehicle 2 at {6 seconds, 7 seconds }, and therefore, the position intersection region existing between the trajectory information of the

vehicles

1 and 2 is the range of the dashed-line frame shown as the marked position intersection region in fig. 19.

For example, in fig. 20, the vehicle travel scenario shown in fig. 3 is taken as an example, and if the vehicle 1 travels straight at a constant speed on the road 2, the vehicle 2 travels straight at a constant speed on the road 1, and the speeds of both are the same, and the trajectory information of the

vehicles

1 and 2 is as shown in fig. 20, the position of the vehicle 1 at {5 seconds, 6 seconds } is the same as the position of the vehicle 2 at {6 seconds, 7 seconds }, and therefore, the position intersection region existing between the trajectory information of the

vehicles

1 and 2 is the range of the broken-line frame as shown by the marked position intersection region in fig. 20.

Specifically, the time difference of the position crossing area is a difference between time points at which the first vehicle and the object are respectively at the same position in the position crossing area. That is, the time difference of the position crossing area is the difference between the time points at which the vehicle and the target object in the vehicle surroundings are respectively at the same position in the position crossing area. Stated another way, the time difference of the position crossing area is a difference between points in time at which the vehicle and an object in the vehicle surroundings are at the same position in the position crossing area. Stated another way, the time difference of the position crossing region is a difference between points in time at which the vehicle and the target object in the vehicle surroundings are respectively at the same position in the position crossing region.

For example, there is a range of a dashed box shown in fig. 16 between the trajectory information of the vehicle 1 and the trajectory information of the vehicle 2 as indicated by the identification position intersection region in fig. 16, where the time points of the vehicle 1 in the position intersection region are {6 seconds, 7 seconds, 8 seconds, 9 seconds, \8230 }, in this order, and the time points of the vehicle 2 in the position intersection region are {0 seconds, 1 second, 2 seconds, 3 seconds, 4 seconds, 5 seconds, 6 seconds }, in this order. And each time point is a future time point determined based on the track information. The time difference between the vehicle 1 and the vehicle 2 in the position crossing area is {6 seconds, 5 seconds, 4 seconds, 3 seconds, 2 seconds, 1 second, 0 seconds, \8230; }, which indicates the time difference between the arrival of the vehicle 1 at the position crossing area later than the arrival of the vehicle 2.

For another example, there is a range of a dotted frame shown in fig. 20 between the trajectory information of the vehicle 1 and the vehicle 2 shown in fig. 17, which identifies a position intersection region, wherein time points of the vehicle 1 in the position intersection region are {0 second, 1 second, 2 seconds, \ 8230;, 11 seconds } in this order, and time points of the vehicle 2 in the position intersection region are {11 seconds, 10 seconds, 9 seconds, \ 8230, 0 seconds } in this order, so time differences of the position intersection region are { -11 seconds, -10 seconds, \ 8230;, -3 seconds, -2 seconds, -1 second, 0 seconds, 1 second, 2 seconds, \\ 8230;, 10 seconds, 11 seconds } in this order.

For another example, the trajectory information of the vehicle 1 and the vehicle 2 shown in fig. 18 includes a range of a dashed frame indicated by the mark position intersection region in fig. 18, where the time points of the vehicle 1 in the position intersection region are {9 th second } and the time points of the vehicle 2 in the position intersection region are {0 second, 1 second, 2 second, 3 second, 4 second, 8230 } in this order, so that the time differences in the position intersection region are {9 seconds, 8 seconds, 7 seconds, \8230 }, in this order.

For another example, the trajectory information of the vehicle 1 and the vehicle 2 shown in fig. 19 has a broken-line frame range shown by the marked position crossing area in fig. 24, where the time points of the vehicle 1 in the position crossing area are {7 seconds, 8 seconds } in this order, and the time points of the vehicle 2 in the position crossing area are {6 seconds, 7 seconds } in this order, so the time difference in the position crossing area is {1 second, 1 second } in this order.

For another example, the trajectory information of the vehicle 1 and the vehicle 2 shown in fig. 20 has a range of a dashed line frame shown by the marker position intersection region in fig. 20, where the time points of the vehicle 1 in the position intersection region are {5 seconds, 6 seconds } in this order, and the time points of the vehicle 2 in the position intersection region are {6 seconds, 7 seconds } in this order, so the time difference of the position intersection region is { -1 second, -1 second } in this order.

In a possible implementation manner, the first track information and the second track information respectively include mapping relationships between time points and corresponding positions. If the first track information is the set of the position of the first vehicle and the corresponding time point, the second track information is the set of the position of the target object and the corresponding time point. For example, in the trajectory diagram shown in fig. 16, the trajectory information of the vehicle 1 may be a mapping relationship as shown in table 1. In fig. 14, since the vehicle travels in a curve, each position in the trajectory information includes information on the direction of the vehicle head, and the present application is not limited thereto.

TABLE 1 track information one

For another example, the trajectory information of the vehicle 2 in fig. 16 is shown in table 2. It is assumed that the vehicle 2 has a start position at each time point as a position corresponding to the time point. As shown in fig. 16, the position of the vehicle 2 at the time point of 2 seconds is its corresponding start position: position 7. Alternatively, the ending position of each time point of the vehicle 2 may be used as the position corresponding to the time point, which is not limited in the present application. In addition, since the speed of the vehicle 1 shown in fig. 16 is greater than the speed of the vehicle 2, other positions may be present in addition to the same positions shown in tables 1 and 2, and the present application is not exhaustive.

TABLE 2 track information two

Time point	Position of
		0 second	Position	6
1 second and 2 seconds	Position				7
		3 seconds, 4 seconds	Position	8
5 seconds and 6 seconds	Position				9
		…	…

Thus, the time difference of the position crossing region shown in fig. 16 is: a difference "6 seconds" between a time point 6 seconds of the vehicle 1 at the location 6 and a time point 0 seconds of the vehicle 2 at the location 6, a difference "6 seconds" between a time point 7 seconds of the vehicle 1 at the location 7 and a time point 1 seconds of the vehicle 2 at the location 7, a difference "5 seconds" between a time point 7 seconds of the vehicle 1 at the location 7 and a time point 2 seconds of the vehicle 2 at the location 6, a difference "5 seconds" between a time point 8 seconds of the vehicle 1 at the location 8 and a time point 3 seconds of the vehicle 2 at the location 8, a difference "4 seconds" between a time point 8 seconds of the vehicle 1 at the location 8 and a time point 4 seconds of the vehicle 2 at the location 8, a difference "4 seconds" between a time point 9 seconds of the vehicle 1 at the location 9 and a time point 5 seconds of the vehicle 2 at the location 9, a difference "3 seconds" between a time point 9 seconds of the vehicle 1 at the location 9 and a time point 6 seconds of the vehicle 2 at the location 9, 8230. Therefore, the time difference of the position intersection region where the trajectory information exists between the vehicle 1 and the vehicle 2 shown in fig. 16 is {6 seconds, 5 seconds, 4 seconds, 3 seconds, \8230;, 0 seconds, \8230; }.

And S104, the first equipment controls the first vehicle according to the time difference of the position crossing area.

Therefore, in the application, the time difference of the position crossing region can represent the current moment, and different vehicles or the sequence of the vehicles and the target respectively reaching the same position according to the running condition and the environmental information of the vehicles, so that the first device controls the first vehicle according to the sequence. Compared with the vehicle control method for maintaining the safe distance shown in fig. 1 and fig. 2, the driving safety can be improved, and the traffic efficiency can be improved.

2. Vehicle control method 200

As described above, the vehicle control method 200 controls the first vehicle by evaluating whether there is a risk of collision between the first vehicle and the target object.

In this embodiment, the controlling, by the first device, the first vehicle according to the time difference of the position crossing area includes: the first equipment determines whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing areas; and controlling the first vehicle according to whether the first vehicle and the target object have collision risks.

Optionally, the first device controls the first vehicle according to whether there is a collision risk between the first vehicle and the target object, including: performing first control on a first vehicle when a collision risk exists between the first vehicle and a target object; or controlling the first vehicle passing position crossing area when there is no collision risk between the first vehicle and the target object.

Therefore, the collision risk is judged according to the time difference (such as the sequence) of the first vehicle and the target object in the cross region of the arrival positions, and the vehicle is controlled.

For example, fig. 4 and 5 determine that there is no risk of collision between the vehicle 1 and the vehicle 2 based on the time difference of the location crossing areas, the first device may control the vehicle 1 to pass through the location crossing areas, such as the crossing areas of the road 1 and the road 2 shown in fig. 4 and 5. Alternatively, in the driving scenarios shown in fig. 4 and 5, it is determined that there is a collision risk between the vehicle 1 and the vehicle 2 based on the time difference of the position crossing area, and the first device may control the vehicle 1 for the position crossing area, such as performing braking, decelerating, warning, and the like through the braking unit shown in fig. 7. As described above, the first apparatus may be the vehicle 1 or a device in the vehicle 1.

For another example, for the vehicle driving scenario shown in fig. 16 to 20, if it is determined that there is no collision risk between the vehicle 1 and the vehicle 2 based on the time difference of the location crossing areas, the first device may control the vehicle 1 to pass through the location crossing areas; if it is determined that there is a risk of collision between the vehicle 1 and the vehicle 2 based on the time difference of the position crossing area, the first device may control the vehicle 1 for the position crossing area. Wherein the first device may be the vehicle 1 itself or an in-vehicle device in the vehicle 1 as described above.

Optionally, the determining, by the first device, whether there is a collision risk between the first vehicle and the target object according to the time difference of the position crossing regions includes: when the first device does not have a time difference belonging to a dangerous time difference interval in the time difference of the position crossing region, determining that no collision risk exists between the first vehicle and the target object; and when the time difference belonging to the dangerous time difference interval exists in the time differences of the position crossing areas, determining that the collision risk exists between the first vehicle and the target object.

The dangerous time difference interval can be preset by a system, determined by combining user definition, obtained by training based on historical driving data of a user, or obtained from the cloud 100 or the road side unit 300, and the dangerous time difference interval is not limited in the application. Optionally, the dangerous time difference interval may change according to a change of a scene, that is, values of the dangerous time difference interval in different scenes may be different, for example, a value in a high-speed scene is [0,4], a value in an urban scene is [0,3], a value in an intersection range is [ -3,3], and the like.

For example, in the driving scenario shown in fig. 5, the vehicle 1 arrives at the position crossing area earlier than the vehicle 2, and the time difference between the vehicle 1 and the vehicle 2 at the position crossing area does not belong to the dangerous time difference interval, then the first device may control the vehicle 1 to pass through the position crossing area, such as the crossing area between the road 1 and the road 2, so as to improve the traffic efficiency while improving the driving safety.

For another example, as shown in fig. 16, the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is {6 seconds, 5 seconds, 4 seconds, 3 seconds, 2 seconds, \8230;, 0 seconds, \8230; }, and assuming that the dangerous time difference interval is [0,3] seconds, when time differences of 0 or more and 3 or less are present in the time difference in the position crossing area, it is determined that there is a collision risk between the vehicle 1 and the vehicle 2.

For another example, as shown in fig. 17, the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is { -11 seconds, -10 seconds, \8230 { -3 seconds, -2 seconds, -1 second, 0 second, 1 second, 2 seconds, \8230 { -10 seconds, 11 seconds }, and the dangerous time difference interval is assumed to be [0,3] seconds. Since the time difference {3 seconds, 2 seconds, 1 second, 0 second } between the vehicle 1 and the vehicle 2 in the position intersection region belongs to the dangerous time difference section, there is a risk of collision between the vehicle 1 and the vehicle 2.

For another example, as shown in fig. 18, the time difference between the vehicle 1 and the vehicle 2 in the position intersection region is {9 seconds, 8 seconds, 7 seconds, \8230;, 4 seconds, \8230; }, and the dangerous time difference interval is assumed to be [0,3] seconds. Since the time difference {3 seconds, 2 seconds, 1 second, 0 second } between the vehicle 1 and the vehicle 2 in the position intersection region belongs to the dangerous time difference section, there is a risk of collision between the vehicle 1 and the vehicle 2.

For another example, as shown in fig. 19, the time difference between the vehicle 1 and the vehicle 2 in the position crossing region is {1 second, 1 second }, and the dangerous time difference interval is assumed to be [0,3] seconds. Since the time difference {1 second, 1 second } between the vehicle 1 and the vehicle 2 in the position intersection region belongs to the dangerous time difference zone, there is a risk of collision between the vehicle 1 and the vehicle 2.

For another example, as shown in fig. 20, the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is { -1 second, -1 second }, and the dangerous time difference interval is [0,3] seconds. Since the time difference { -1 second, -1 second } between the vehicle 1 and the vehicle 2 in the position crossing region does not belong to the dangerous time difference zone, there is no risk of collision between the vehicle 1 and the vehicle 2.

Therefore, the implementation mode can judge the collision risk according to the comparison between the time difference condition (such as the precedence condition) of the first vehicle and the target object in the arrival position crossing region and the dangerous time difference interval, and the actual motion condition of the first vehicle and the target object is closer to the actual motion condition, so that the traffic efficiency is improved while the driving safety is improved.

Optionally, when there are a plurality of position crossing areas, the implementation may be adopted to evaluate the collision risk for each position crossing area, and then control the vehicle.

Alternatively, the above-mentioned collision risk may also be referred to as a potential collision risk.

In one possible implementation, a first device performs a first control on a first vehicle when there is a risk of collision between the first vehicle and a target object, including: determining a minimum time value from time points belonging to the position of the danger area among the M time points; the dangerous area is the position of a time point in the position crossing area, wherein the time difference belongs to the dangerous time difference interval; when the minimum time value is not larger than the safety handling time threshold value, controlling the first vehicle to execute safety handling operation; or when the minimum time value is larger than the safe handling time threshold value, controlling the first vehicle to continue to run according to the first track information.

Alternatively, in this implementation, any time value, such as the maximum time point (i.e., the maximum time value) among the time points belonging to the position of the dangerous area among the M time points, may be used to determine how to control the first vehicle.

Optionally, when the minimum time value is greater than the safety handling time threshold, the first device may further control the first vehicle to pass through the location intersection area, or may control the first vehicle to perform a safety handling measure, or may control the first vehicle to re-plan a path to update the first trajectory information.

In another possible implementation, the first device performing the first control on the first vehicle when there is a collision risk between the first vehicle and the target object may include: the first device may control the first vehicle to re-plan the path to update the first trajectory information, or the first device may control the first vehicle to perform a safety handling action.

Wherein the safe handling time threshold is related to a safe handling capability of the first vehicle. Optionally, the safe handling time threshold is a time range corresponding to the safe handling capacity when the vehicle encounters the collision risk. Safety handling operations include, but are not limited to, lane changing, steering, braking, or alerting, etc.

For example, if the time difference between the vehicle 1 and the vehicle 2 in the position intersection area shown in fig. 16 is {6 seconds, 5 seconds, 4 seconds, 3 seconds, 2 seconds, \8230;, 0 seconds, \8230; } and the risk time difference interval is [0,3] seconds, then the risk zone is a position corresponding to the time difference {3 seconds, 2 seconds, 1 second, 0 seconds }, that is, the risk zone is a { position 9 and its subsequent position } zone shown in fig. 16, then the time points belonging to the risk zone among the time points indicated by the trajectory information of the vehicle 1 are 9 seconds and their subsequent times, and therefore, the minimum time value among the time points of the positions where the vehicle 1 belongs to the risk zone is 9 seconds. Assuming that the safe handling time threshold of the vehicle 1 is 5 seconds, then the minimum time value of 9 seconds is greater than the safe handling time threshold, so the vehicle 1 does not have to perform the safe handling operation.

Alternatively, the vehicle 1 may continue to travel according to the trajectory information shown in fig. 16, as shown in fig. 21, fig. 21 is an example of the vehicle 1 determining that the safety handling operation is not necessarily performed at the current time in the vehicle travel scene shown in fig. 16 and continuing to travel according to the trajectory information shown in fig. 16. The vehicle 1 may also perform operations related to collision risk assessment, and according to the above-described embodiment, the position intersection region and the danger region existing between the trajectory information of the vehicle 1 and the vehicle 2 are respectively shown in fig. 21. In this way, the minimum time value of the vehicle 1 at the time point of the position belonging to the dangerous area is 5 seconds and is not more than the safe handling time threshold value of the vehicle 1 by 5 seconds, so the vehicle 1 needs to perform the safe handling operation.

Optionally, the vehicle 1 may perform braking so that the time point of the vehicle 1 in the position crossing area is increased, and thus, the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is not in the dangerous time difference interval, so as to avoid the collision risk. For example, in the vehicle travel scene shown in the upper part of fig. 22, after the vehicle 1 performs braking, the vehicle travel scene shown in the lower part of fig. 22 can be obtained, that is, the time point of the vehicle 1 in the position crossing area increases from 3 seconds to 6 seconds.

Alternatively, the vehicle 1 may also perform steering such that there is no position intersection region between the trajectory information of the vehicle 1 and the trajectory information of the vehicle 2. After the vehicle 1 performs steering in the vehicle travel scene shown in the upper portion in fig. 23, the vehicle travel scene shown in the lower portion in fig. 23, that is, the trajectory information of the vehicle 1 and the trajectory information of the vehicle 2 no longer have the position intersection region, can be obtained.

For another example, as shown in fig. 17, assuming that the dangerous time difference interval is [0,3] seconds, the positions of the first vehicle at the time points when the time difference belongs to the dangerous time difference interval in the position crossing region are the positions of the first vehicle at the time points when 9 seconds, 10 seconds, and 11 seconds, so that the minimum time value of the first vehicle at the time points when the first vehicle belongs to the position of the dangerous region is 9 seconds. Assuming that the safe handling time threshold of the vehicle 1 is 5 seconds, since the minimum time value is greater than the safe handling time threshold, the vehicle 1 does not have to perform the safe handling operation for the location crossing area.

Alternatively, the vehicle 1 may continue to travel according to the trajectory information shown in fig. 17. As shown in fig. 24, fig. 24 is an example of the vehicle 1 in the vehicle travel scene shown in fig. 17 after determining that it is not necessary to perform the safety handling operation at the present time and continuing the travel according to the trajectory information shown in fig. 17. The vehicle 1 may also perform operations related to collision risk assessment, and according to the above-described embodiment, the position intersection region and the dangerous region existing between the trajectory information of the vehicle 1 and the vehicle 2 are respectively shown in fig. 24, so that the minimum time value of the vehicle 1 at the time point belonging to the position of the dangerous region is 4 seconds and is not greater than the safe handling time threshold of the vehicle 1 by 5 seconds, and therefore the vehicle 1 needs to perform the safe handling operation.

For another example, as shown in fig. 18, if the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is {9 seconds, 8 seconds, 7 seconds, \8230;, 4 seconds, \8230; }, and the dangerous time difference interval is [0,3] second, the dangerous area is a position corresponding to the time difference {3 seconds, 2 seconds, 1 second, 0 second }, that is, the dangerous area is a position of the vehicle 1 at 9 seconds as shown in fig. 18, and the minimum time value at the time point of the position where the vehicle 1 belongs to the dangerous area is 9 seconds. Assuming that the safety disposition time threshold of the vehicle 1 is 5 seconds, then the minimum time value of 9 seconds is greater than the safety disposition time threshold, so the vehicle 1 does not have to perform the safety disposition operation.

Alternatively, the vehicle 1 may continue to travel according to the trajectory information shown in fig. 18. As shown in fig. 25, fig. 25 is an example of the vehicle 1 in the vehicle travel scene shown in fig. 18 after determining that it is not necessary to perform the safety handling operation at the present time and continuing the travel according to the trajectory information shown in fig. 18. The vehicle 1 may further continue to perform operations related to collision risk assessment, and according to the above-described embodiment, the position intersection region and the dangerous region existing between the trajectory information of the vehicle 1 and the vehicle 2 are respectively shown in fig. 25, so that the minimum time value of the vehicle 1 at the time point belonging to the position of the dangerous region is 5 seconds and is not greater than the safe handling time threshold value of the vehicle 1 by 5 seconds, and therefore the vehicle 1 needs to perform safe handling operations.

For another example, if the time difference between the vehicle 1 and the vehicle 2 in the position crossing area shown in fig. 19 is {1 second, 1 second }, and the dangerous time difference interval is [0,3] second, the dangerous area is a position corresponding to the time difference {1 second, 1 second }, that is, the dangerous area is 7 seconds or 8 seconds of the vehicle 1 shown in fig. 19, and the time points belonging to the dangerous area in the time points indicated by the trajectory information of the vehicle 1 are 7 seconds or 8 seconds, and therefore, the minimum time value in the time points of the position where the vehicle 1 belongs to the dangerous area is 7 seconds. Assuming that the safe handling time threshold of the vehicle 1 is 5 seconds, then the minimum time value of 9 seconds is greater than the safe handling time threshold, so the vehicle 1 does not have to perform the safe handling operation.

One possible implementation manner, the vehicle control method 200 provided in the embodiment of the present application may be as shown in fig. 26, and includes, but is not limited to, the following steps:

s201, first equipment acquires first track information;

the related description of the first track information can refer to the related contents, and is not detailed here.

S202, the first equipment acquires second track information;

the related description of the second track information can be referred to the related contents, and is not detailed here.

S203, the first equipment determines the time difference of a position crossing area existing between the first track information and the second track information;

s204, the first equipment judges whether a time difference belonging to a dangerous time difference interval exists in the time differences of the position crossing areas; when a time difference belonging to the dangerous time difference section exists in the time differences of the position crossing regions, executing steps S205 to S206; when there is no time difference belonging to the dangerous time difference section among the time differences of the position crossing areas, step S209 is performed;

s205, the first equipment determines that a collision risk exists between the first vehicle and the target object;

s206, the first equipment determines the minimum time value of the first vehicle in the time point of the dangerous area;

s207, the first device judges whether the minimum time value is larger than a safe disposal time threshold value; when the minimum time value is not greater than the safe disposal time threshold, executing step S208; when the minimum time value is greater than the safe disposal time threshold, executing step S210;

and S208, the first device controls the first vehicle to execute safety handling measures.

S209, the first device determines that no collision risk exists between the first vehicle and the target object.

And S210, the first equipment controls the first vehicle to continuously run.

Optionally, the first device performs S209 and may control the first vehicle passing position crossing region.

Optionally, the first device may continue to execute the relevant contents of steps S201 to S208 at the same time or within a preset time after executing step S208, so as to improve driving safety and improve vehicle passing efficiency in real time. For example, the minimum time value (e.g. 6 seconds) of the vehicle 1 in the dangerous area shown in fig. 16 is greater than the safety handling time threshold (e.g. 5 seconds) of the vehicle 1, so that the vehicle 1 can continue to travel according to the trajectory information of itself, and the related operations of steps S201 to S208 are performed again in the travel scene diagram shown in fig. 21 to avoid the collision. Similarly, fig. 17 and 24, and fig. 18 and 25 all perform the operations related to steps S201 to S208 described in the present application multiple times to avoid collision.

In addition, in a possible embodiment, the safety handling time threshold is related to whether different vehicles arrive at the same location in the hazardous area at the same time, i.e. whether different vehicles have locations in the hazardous area with a time difference equal to 0 seconds, in addition to the safety handling capability of the vehicle itself.

Alternatively, if different vehicles arrive at the same location in the hazardous area at the same time, the safe handling time thresholds for the vehicles may be set equal. Therefore, when different vehicles are close to a dangerous area, if the minimum time values of the dangerous area of the different vehicles among the track information are not larger than the safety disposal time threshold value, the safety disposal measures can be executed at the same time, and therefore the traffic efficiency is improved, and meanwhile the driving safety is further improved. Alternatively, if different vehicles do not arrive at the same location in the hazardous area at the same time, the safety disposition time threshold of a vehicle that is smaller at a point in time in the hazardous area may be less than the safety disposition time threshold of a vehicle that is larger at a point in time in the hazardous area, that is, the safety disposition time threshold of a vehicle that arrived first at the hazardous area is less than the safety disposition time threshold of a vehicle that arrived later at the hazardous area. In this way, if the vehicle that arrives at the dangerous area later does not execute the safety handling measures in time within the time of the larger safety handling time threshold, the vehicle that arrives at the dangerous area first can execute the safety handling measures in time because the safety handling time threshold of the vehicle that arrives at the dangerous area first is smaller, thereby further avoiding collision.

For example, in the driving scene diagram shown in fig. 27, the time difference of the position intersection region existing between the trajectory information of the vehicle 1 and the vehicle 2 is [0 second, 0 second ], and the dangerous time difference interval includes 0 second, then the dangerous region is the same as the position intersection region, that is, the vehicle 1 and the vehicle 2 have positions with a time difference of 0 second in the dangerous region, and the vehicle 1 and the vehicle 2 reach the same position in the dangerous region at the same time, then the safety handling time thresholds of the vehicle 1 and the vehicle 2 are set to be the same and are both 7 seconds, and since the minimum time values of the vehicle 1 and the vehicle 2 in the dangerous region are both 7 seconds and are not greater than the safety handling threshold, both the vehicle 1 and the vehicle 2 need to adopt effective safety handling measures, so as to avoid collision to the greatest extent.

For another example, in the driving scene diagram shown in fig. 28, the time difference of the position intersection region existing between the trajectory information of the vehicle 1 and the vehicle 2 is [2 seconds ], and if the dangerous time difference interval includes 2 seconds, the dangerous region and the position intersection region are the same, but the vehicle 1 and the vehicle 2 do not have a position with a time difference of 0 second within the dangerous region, the vehicle 1 and the vehicle 2 do not reach the same position in the dangerous region at the same time, and the vehicle 2 reaches the dangerous region earlier than the vehicle 1, then the safety disposition time threshold of the vehicle 2 may be set to be smaller than the safety disposition time threshold of the vehicle 1, for example, the safety disposition time threshold of the vehicle 2 is 5 seconds, and the safety disposition time threshold of the vehicle 1 is 8 seconds. Thus, as described above, the vehicle 1 needs to perform the safety measure when the minimum time value of the dangerous area is 8 seconds, and if the vehicle 1 does not perform the safety measure when the minimum time value of the dangerous area is 8 seconds, the vehicle 2 must perform the safety measure when the minimum time value of the dangerous area is 5 seconds, so as to avoid the collision.

In the vehicle driving scenario shown in fig. 19, assuming that the dangerous time difference interval is updated to [ -3,3], and the trajectory information between the vehicle 1 and the vehicle 2 has a dangerous area, if the embodiment is adopted, since the vehicle 1 and the vehicle 2 do not reach the same position in the dangerous area at the same time and the vehicle 2 reaches the dangerous area before the vehicle 1, the safety handling time threshold of the vehicle 1 can be set to 8 seconds and the safety handling time threshold of the vehicle 2 is 5 seconds, then in the embodiment, the minimum time value of the vehicle 1 in the dangerous area is 7 seconds and is not greater than the safety handling time threshold set in the embodiment, so the vehicle 1 must perform the safety handling measures, and if the vehicle 1 does not perform the safety handling measures, the minimum time value of the vehicle 2 running in the dangerous area is 5 seconds, and the safety handling measures are performed to avoid a collision.

As shown in the vehicle driving scenario of fig. 20, assuming that the dangerous time difference interval is updated to [ -3,3], and the trajectory information between the vehicle 1 and the vehicle 2 has a dangerous area, if this embodiment is adopted, since the

vehicles

1 and 2 do not reach the same position in the dangerous area at the same time and the vehicle 1 reaches the dangerous area before the vehicle 2, the safety disposition time threshold of the vehicle 1 may be set to 5 seconds, and the safety disposition time threshold of the vehicle 2 is 8 seconds, in this embodiment, the minimum time value of the vehicle 1 in the dangerous area is 5 seconds and is not greater than the safety disposition time threshold set in this embodiment, so the vehicle 1 must perform the safety disposition measure, and if the vehicle 1 does not perform the safety disposition measure, the minimum time value of the vehicle 2 driving in the dangerous area is 5 seconds, and then the safety disposition measure is performed to avoid a collision.

3. Vehicle control method 300

As described above, the vehicle control method 300 controls the first vehicle by evaluating the attribution of the road right of travel. Alternatively, the road-driving right may also be referred to as a road-driving priority.

In this embodiment, the controlling, by the first device, the first vehicle according to the time difference of the position crossing area includes: the first equipment determines whether a first vehicle in the position crossing area has the road driving right or not according to the time difference of the position crossing area; and controlling the first vehicle according to whether the first vehicle has the road driving right in the position crossing area.

In an alternative embodiment, the first device controls the first vehicle based on whether the first vehicle has road right in the crossing area, including: when the first vehicle has the road driving right, the first vehicle can be controlled to pass through the position crossing area; when the first vehicle does not have the road-driving right, the first vehicle may be controlled to perform a safety handling measure.

Therefore, the embodiment judges whether the first vehicle has the road driving right according to the time difference (such as the sequence) of the first vehicle and the target object reaching the intersection area, and compared with a mode of determining the road driving right by a method of comparing the fixed distance of the vehicle reaching the intersection, the embodiment can improve the traffic safety and the traffic efficiency.

For example, as shown in fig. 3, the vehicle 2 makes a concessional for the vehicle 1 by taking a safety measure based on the fact that the turning vehicle is farther from the intersection in the fixed distance method for comparing the arrival of the vehicle at the intersection, but if it is assumed that the vehicle 1 arrives at the intersection between the road 1 and the road 2 at a certain time later than the vehicle 2 based on the time difference of the position intersection area in the method described in the present embodiment, the vehicle 2 may have the right to travel the road without taking the safety measure, and pass through the intersection area. Therefore, the method provided by the embodiment of the application can improve traffic efficiency while improving driving safety, such as reducing the problem of low traffic efficiency of the driving scenes shown in fig. 3 and 5.

In one possible embodiment, the time difference of the position crossing area is in particular the difference between a first vehicle or object with higher priority of the trajectory information and a target or first vehicle with lower priority of the trajectory information at the same position in the position crossing area. That is, the first device subtracts a time point of the first vehicle at the same position in the position crossing area from a time point of the target object at the same position in the position crossing area to obtain a time difference of the position crossing area when the priority of the first trajectory information is higher than the priority of the second trajectory information; when the priority of the first track information is lower than that of the second track information, the first device subtracts the time point of the same position of the first vehicle in the position crossing area from the time point of the same position of the target object in the position crossing area to obtain the time difference of the position crossing area. In this way, the evaluation of the road right of travel may be a first value, and the evaluation of the road right of travel may be as follows:

when the time difference of the position crossing area is larger than a first value, the first device determines that the track information in the first vehicle and the target object has no road driving right with higher priority, and the track information has road driving right with lower priority; or when the time difference of the position crossing area is not larger than a first value, determining that the track information in the first vehicle and the target object has the road driving right with higher priority and the track information has no road driving right with lower priority, wherein the first value is larger than zero. Alternatively, the first and second electrodes may be,

when the time difference of the position crossing area is larger than a first value, the first device determines that the track information in the first vehicle and the target object has no road driving right with higher priority, and the track information has road driving right with lower priority; or when the time difference of the position crossing area is smaller than a first value, determining that the track information in the first vehicle and the target object has the road driving right with higher priority, and the track information has no road driving right with lower priority; or, when the time difference of the position crossing areas is equal to a first value, determining that the first vehicle has or does not have the road right, wherein the first value is larger than zero.

Therefore, according to the embodiment, based on the time difference and the first value of the position crossing region, the sequence of the vehicle with high priority and the target object with low priority reaching the position crossing region is measured, so that when the vehicle with high priority reaches the position crossing region to a certain extent far later than the target object with low priority, the vehicle with high priority does not have the road driving right, and correspondingly, the target object with low priority can have the road driving right, so that the traffic efficiency is improved while the driving safety of the vehicle is improved.

In another possible embodiment, the first device determining whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area includes:

when the priority of the first track information is higher than that of the second track information and the time difference of the first equipment in the position crossing area is larger than a first value, determining that the first vehicle does not have the road driving right; or when the time difference of the position crossing areas is not larger than a first value, determining that the first vehicle has the road driving right, wherein the first value is larger than zero;

when the priority of the first track information is lower than that of the second track information, and the time difference of the first equipment in the position crossing area is smaller than a second value, determining that the first vehicle has the road driving right; or when the time difference of the position crossing region is not less than a second value, the first device determines that the first vehicle does not have the road driving right, wherein the second value is less than zero.

In another possible embodiment, the first device determining whether the first vehicle has the right to travel on the road in the location crossing area according to the time difference of the location crossing area includes:

when the priority of the first track information is higher than that of the second track information and the time difference of the first equipment in the position crossing area is larger than a first value, determining that the first vehicle has no road driving right; or when the time difference of the position crossing area is smaller than a first value, determining that the first vehicle has the road driving right; or when the time difference of the position crossing area is equal to a first value, determining that the first vehicle has or does not have the road driving right, wherein the first value is larger than zero;

when the priority of the first track information is lower than that of the second track information, and the time difference of the first equipment in the position crossing area is smaller than a second value, determining that the first vehicle has the road driving right; or when the time difference of the position crossing region is larger than a second value, the first device determines that the first vehicle does not have the road driving right; or, when the time difference of the position crossing region is equal to a second value, determining that the first vehicle has or does not have the road driving right, wherein the second value is less than zero.

Wherein the first vehicle having or not having road driving right may be predefined or determined according to a driving scenario when the time difference of the location crossing area is equal to a first value. Similarly, the presence or absence of road driving rights by the first vehicle may be predefined or determined according to situational context when the time difference of the location crossing area is equal to the second value.

It should be noted that the time difference of the position crossing area is used to represent the sequence of the arrival of the vehicle and the target object at the position crossing area, and therefore, the time difference may include a value smaller than zero and a value greater than or equal to zero, that is, the absolute value of the time difference is not required to be used to control the first vehicle. Alternatively, the time difference used when determining the road driving right may be the time point of the trajectory information with the high priority minus the time point of the trajectory information with the low priority. Optionally, the first vehicle may also adopt the first value to judge the attribution of the road driving right when the priority of the track information of the first vehicle is higher than the priority of the track information of the target object; the first vehicle adopts the second value to judge the attribution of the road driving right when the priority of the track information of the first vehicle is lower than that of the track information of the target object, and the following explanation can be specifically given. The first value and the second value are opposite numbers, that is, the absolute value of the first value is equal to the absolute value of the second value.

Therefore, the embodiment measures the sequence of the vehicle with high priority and the target object with low priority reaching the position crossing region based on the time difference of the position crossing region, so that the vehicle with low priority can have the road driving right when the vehicle with low priority reaches the position crossing region to a certain extent far earlier than the target object with high priority, and correspondingly, the target object with high priority can have the road driving right, thereby improving the driving safety and the traffic efficiency.

Alternatively, assuming that the object is non-stationary, when the first vehicle has the road right in the position crossing area, the object does not have the road right; when the first vehicle does not have the road-travel right in the position crossing area, the object has the road-travel right.

The priority of the track information is a yielding relationship, and the priority of the track information can be determined based on traffic rules and the like. For example, the priority of trajectory information of a straight-going vehicle is higher than that of a turning vehicle, the priority of trajectory information of a vehicle on a straight-going road is higher than that of a vehicle on a ramp, the priority of trajectory information of a straight-going vehicle is higher than that of a lane-changing vehicle, and the like.

For example, as in the vehicle travel scenario shown in fig. 29, the minimum time point of the time points of the vehicle 1 in the position crossing area is 4 seconds, the minimum time point of the time points of the vehicle 2 in the position crossing area is 3 seconds, and the priority of the trajectory information of the vehicle 1 is lower than the priority of the trajectory information of the vehicle 2, and assuming that the second value is-3 seconds, since the difference 1 second between the minimum time point 4 seconds of the vehicle 1 in the position crossing area and the minimum time point 3 seconds of the vehicle 2 in the position crossing area is not less than the second value-3 seconds, the vehicle 1 has no road travel right, and thus a safety measure needs to be performed. Accordingly, the vehicle 2 has a road right to travel through the intersection area.

For another example, as shown in the vehicle driving scenario of fig. 29, in which the vehicle 2 is the vehicle associated with the first device, that is, the embodiment is performed at the angle of the vehicle 2, since the priority of the trajectory information of the vehicle 2 is higher than the priority of the trajectory information of the vehicle 1, assuming that the first value is 3 seconds, since the difference-1 second between the minimum time point 3 seconds of the vehicle 2 in the position crossing area and the minimum time point 4 seconds of the vehicle 1 in the position crossing area is not greater than the first value 3 seconds, the vehicle 2 has the road driving right, and the vehicle 2 can pass through the position crossing area. Accordingly, the vehicle 1 needs to perform safety measures.

For another example, as shown in the vehicle travel scenario of fig. 30, if the minimum time point of the vehicle 1 at the time point of the position crossing area is 3 seconds, the minimum time point of the vehicle 2 at the time point of the position crossing area is 7 seconds, and the priority of the trajectory information of the vehicle 1 is lower than the priority of the trajectory information of the vehicle 2, and the second value is-3 seconds, then the vehicle 1 has the road travel right to pass through the position crossing area since the difference-4 seconds between the minimum time point of the vehicle 1 at the position crossing area of 3 seconds and the minimum time point of the vehicle 2 at the position crossing area of 7 seconds is smaller than the second value of-3 seconds. Accordingly, the vehicle 2 does not have the right to drive on the road, and safety measures are to be implemented.

For another example, as shown in fig. 30, in the vehicle driving scenario, the vehicle 2 is used as the vehicle associated with the first device, that is, the embodiment is performed at the angle of the vehicle 2, since the priority of the trajectory information of the vehicle 2 is higher than the priority of the trajectory information of the vehicle 1, and therefore, if the first value is 3 seconds, since the difference 4 seconds between the minimum time point 7 seconds of the vehicle 2 in the position crossing area and the minimum time point 3 seconds of the vehicle 1 in the position crossing area is greater than the first value 3 seconds, the vehicle 2 has no road driving right and needs to perform safety measures, and accordingly, the vehicle 1 has the road driving right and can pass through the position crossing area.

Therefore, the possible implementation modes for determining the attribution of the road driving right are beneficial to enabling the vehicles with the road driving right or the target objects to preferentially pass through the position crossing area so as to improve the traffic efficiency, and enabling the vehicles without the road driving right to adopt the possible implementation modes to execute safety handling measures, so that the traffic efficiency is further improved while the driving safety is improved.

Optionally, the embodiment of the present application further provides a vehicle control method 300, where the vehicle control method 300 is described by taking an example that the priority of the first trajectory information is higher than the priority of the second trajectory information. As shown in fig. 31, the following steps are included, but not limited to:

s301, first equipment acquires first track information;

S302, the first equipment acquires second track information;

S303, the first equipment determines the time difference of a position crossing region existing between the first track information and the second track information;

s304, the first equipment judges whether the time difference of the position crossing area is larger than a first value or not; when the time differences of the position crossing areas are not greater than the first value, executing step S305; when the time differences of the position crossing areas are all larger than the first value, executing step S306;

s305, the first equipment determines that the first vehicle has the road driving right and controls the crossing area of the passing position of the first vehicle;

s306, the first device determines that the first vehicle does not have road driving right, and controls the first vehicle to execute safety handling measures.

Optionally, after the first device executes step S304 or S305, the first device may continue to execute the relevant contents of steps S301 to S306, so as to improve driving safety and improve traffic efficiency of the vehicle in real time.

Therefore, the possible implementation mode of determining the road driving right affiliation is beneficial to enabling the vehicles or the target objects with the road driving right to preferentially pass through the position crossing area so as to improve the passing efficiency, thereby improving the driving safety and further improving the passing efficiency.

4. Vehicle control method 400

As described above, the vehicle control method 400 may control the first vehicle using operations associated with road right of travel and collision risk assessment.

In one possible implementation manner, the first device determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area; when the first vehicle has the road driving right, the first vehicle can be controlled to pass through the position crossing area; or when the first vehicle does not have the road driving right, the vehicle control method 200 is adopted, namely the risk of collision between the first vehicle and the target object is judged according to the time difference of the position crossing areas, and the first vehicle is controlled according to whether the risk of collision exists between the first vehicle and the target object, so as to avoid the collision between the first vehicle and the target object.

For example, the vehicle control method 400 shown in fig. 32, the vehicle control method 400 may include, but is not limited to, the following steps:

s401, first equipment acquires first track information;

s402, the first equipment acquires second track information;

s403, the first device determines the time difference of a position crossing region existing between the first track information and the second track information;

s404, the first device determines whether the first vehicle has the road driving right according to the time difference of the position crossing area, and executes the step S407 when the first vehicle has the road driving right; when the first vehicle does not have the road driving right, executing step S405;

s405, the first device determines whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing area; when there is no collision risk, step S407 is executed; when there is a collision risk, step S406 may be performed;

s406, the first device performs first control on the first vehicle;

s407, the first equipment controls the crossing area of the passing position of the first vehicle.

Optionally, the relevant operation of step S406 may refer to the relevant content described in the vehicle control method 200, and is not described in detail here.

Optionally, when there is a risk of collision, the first device may also perform other operations, which are described in relation to the vehicle control method 200 above and will not be described in detail here.

Optionally, the operations of steps S401 to S407 can be referred to the related descriptions of the vehicle control method 100 to the vehicle control method 300, and are not described in detail here.

Therefore, in the implementation mode, the first vehicle can be controlled according to the road driving right of the first vehicle and the target object in the position crossing area, and when the first vehicle has no road driving right, the first vehicle is controlled by using the safety handling measures of the collision risk, so that the traffic efficiency is further improved while the driving safety is improved.

For example, as shown in fig. 29, it is determined that the vehicle 1 does not have the road driving right based on the vehicle control method 300, and then the vehicle 1 may evaluate whether there is a risk of collision between the vehicle 1 and the vehicle 2 based on the execution of the vehicle control method 200 to perform a corresponding operation. For another example, as shown in fig. 30, it is determined that the vehicle 1 has the right to travel on the road based on the vehicle control method 300, and then the vehicle 1 can pass through the location crossing area.

In another possible implementation manner, the first device may determine whether there is a collision risk between the first vehicle and the target object according to a time difference of the position crossing region; controlling a first vehicle passing position intersection area when there is no collision risk between the first vehicle and the target object; when the first vehicle and the target object have collision risks, determining whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area; and controlling the first vehicle according to whether the first vehicle has the road driving right in the position crossing area.

Optionally, when the first vehicle has the road driving right, controlling the crossing area of the passing position of the first vehicle; when the first vehicle does not have the road driving right, the implementation manner of controlling the first vehicle according to the position crossing area is executed, or the implementation manner of controlling the first vehicle to execute the safety handling operation is executed when the minimum time value in the time points belonging to the positions of the dangerous area in the M time points is not larger than the safety handling time threshold value, or the implementation manner of controlling the first vehicle to continue driving according to the first track information is executed when the minimum time value in the time points belonging to the positions of the dangerous area in the M time points is larger than the safety handling time threshold value.

In another possible implementation manner, if there is a priority difference between the lane where the first vehicle is located and the lane where the target object is located, the position relationship with the target object is processed preferentially according to the vehicle control method 300; if the lane in which the first vehicle is located and the lane in which the target object is located have no priority difference, the positional relationship with the other vehicle is processed according to the vehicle control method 200.

For example, in the vehicle driving scenario shown in fig. 33, since there is a priority difference between the lane where the vehicle 1 is located and the lane where the vehicle 2 is located, that is, the priority of the trajectory information of the vehicle 1 is lower than the priority of the trajectory information of the vehicle 2 (the ramp is made straight), the vehicle control method 300 is adopted to process the positional relationship with the target object, the minimum time point of the vehicle 1 in the position intersection region is 4 seconds, the minimum time point of the vehicle 2 in the position intersection region is 5 seconds, and the second value is-3 seconds, then the difference-1 second between the minimum time point of the vehicle 1 in the position intersection region 4 seconds and the minimum time point of the vehicle 2 in the position intersection region 5 seconds is not less than the second value-3 seconds, so the vehicle 1 has no road driving right, and it is necessary to perform safety measures such as deceleration, and the like, and let the vehicle 2 preferentially pass through the position intersection region, and make the time difference of the position intersection region not belong to the dangerous time difference.

For another example, in the vehicle driving scenario shown in fig. 34, there is no priority difference between the lane where the vehicle 1 is located and the lane where the vehicle 2 is located, that is, there is no priority difference between the trajectory information of the vehicle 1 and the trajectory information of the vehicle 2 (both are straight), so the vehicle control method 200 is adopted to process the position relationship with the target object, the time difference between the vehicle 1 and the vehicle 2 in the position crossing area is-1 second, and if the dangerous time difference interval is [ -3,3], then the time difference between the vehicle 1 and the vehicle 2 in the position crossing area belongs to the dangerous time difference interval, so there is a collision risk between the vehicle 1 and the vehicle 2. Furthermore, it is determined whether the vehicle 1 needs to perform a safety measure according to the safety measure time threshold of the vehicle 1 so that the time difference of the location crossing area no longer belongs to the dangerous time difference zone.

The above-mentioned embodiment mainly takes the track information of the constant speed running of the vehicle as an example, and the present application can also be applied to other track information, such as the track information of the acceleration running shown in fig. 13, the track information of the speed change curve shown in fig. 14, and the like, and the principle is similar, and the details are not described here. In addition, the present application is mainly described by taking the first vehicle as an execution subject and taking the presence of a target object in the environment information of the first vehicle as an example, and the present application is also applicable to a case where a plurality of target objects exist in the environment information of the first vehicle, so that the first device needs to combine the trajectory information of the first vehicle with the trajectory information of each of the plurality of target objects to execute the possible implementation manners of judging the collision risk in the first embodiment, determining the attribution of the road driving right in the second embodiment, or combining the two in the third embodiment, and details thereof are not described herein. In addition, as shown in the communication system illustrated in fig. 6, the present application may also be applied to the cloud 100 or the roadside unit 300, so that the cloud 100 or the roadside unit 300 may perform unified control on each vehicle that acquires the track information, so as to more flexibly schedule the driving of each vehicle. For example, as shown in fig. 34, the cloud 100 or the roadside unit 300 may control the vehicle 1 to perform the safety measure while controlling the vehicle 2 to pass through the location crossing area, thereby further improving the passing efficiency.

The above embodiments provided by the present application are mainly introduced from the perspective of the first device. In order to implement the functions in the methods provided in the embodiments of the present application, the functions may also be implemented in the form of a hardware structure, or a software module, or a hardware structure plus a software module. The device related to the embodiment of the present application will be described in detail with reference to fig. 35 and 36.

Referring to fig. 35, fig. 35 is a schematic structural diagram of a vehicle control device 100 according to an embodiment of the present disclosure. As shown in fig. 35, the vehicle control apparatus 100 may include, but is not limited to, the following units:

an obtaining unit 101, configured to obtain first trajectory information, where the first trajectory information is used to indicate M time points and positions of a first vehicle at the M time points, where M is an integer greater than or equal to 1;

the acquiring unit 101 is further configured to acquire second track information, where the second track information is used to indicate N time points and positions of the target object at the N time points, where N is an integer greater than or equal to 1;

a determining unit 102, configured to determine a time difference between the first vehicle and the target object in a position intersection area, where the position intersection area includes the same position in the positions respectively indicated by the first trajectory information and the second trajectory information; the time difference of the position crossing area is a difference between time points at which the first vehicle and the target object are respectively at the same position in the position crossing area; that is, the determination unit 102 is configured to determine a time difference of a position intersection area between the first trajectory information and the second trajectory information;

and the control unit 103 is used for controlling the first vehicle according to the time difference of the position crossing areas.

Therefore, the vehicle control device can control the first vehicle according to the time difference of the position crossing area, and compared with a mode of ensuring the driving safety by adopting the safety distance, the vehicle control device can improve the driving safety and improve the passing efficiency.

Optionally, the first trajectory information is information of a planned trajectory of the first vehicle; the second trajectory information is information of a predicted trajectory of the target object. Specifically, the relevant contents of the first track information and the second track information can be referred to the relevant explanation of the above method embodiments, and will not be described in detail here.

In an optional embodiment, the control unit 103 controls the first vehicle according to the time difference of the position crossing areas, specifically: determining whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area; and controlling the first vehicle according to whether the first vehicle has the road driving right.

In an optional embodiment, the control unit 103 controls the first vehicle according to whether the first vehicle has the right to drive on the road, specifically: when the first vehicle does not have the road driving right, determining whether a collision risk exists between the first vehicle and the target object or not according to the time difference of the position crossing area, and controlling the first vehicle according to whether the collision risk exists between the first vehicle and the target object or not; or, when the first vehicle has the road-driving right, controlling the first vehicle passing position intersection area.

In another alternative embodiment, the control unit 103 controls the first vehicle according to whether the first vehicle has the right to travel on the road, specifically: when the first vehicle does not have the road driving right, controlling the first vehicle to execute safety disposal operation; or when the first vehicle has the road driving right, controlling the crossing area of the passing position of the first vehicle.

In another optional embodiment, the control unit 103 controls the first vehicle according to the time difference of the position crossing area, specifically: determining whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing areas; and controlling the first vehicle according to whether the first vehicle and the target object have collision risks.

In an optional embodiment, the control unit 103 controls the first vehicle according to whether there is a collision risk between the first vehicle and the target object, specifically: when the collision risk exists, performing first control on a first vehicle; or, when there is no collision risk, controlling the first vehicle passing position crossing area.

The control unit 103 determines whether there is a collision risk between the first vehicle and the target object according to the time difference of the position crossing region, specifically: when the time difference belonging to the dangerous time difference interval does not exist in the time difference of the position crossing area, determining that no collision risk exists between the first vehicle and the target object; or, when a time difference belonging to a dangerous time difference interval exists in the time differences of the position crossing areas, determining that a collision risk exists between the first vehicle and the target object.

In addition, in the present application, the determining unit 102 is further configured to determine that there is no risk of collision between the first vehicle and the target object when there is no same position among the positions respectively indicated by the first trajectory information and the second trajectory information. That is, the determination unit 102 is further configured to determine that there is no risk of collision between the first vehicle and the target object when there is no location intersection region between the first trajectory information and the second trajectory information.

Optionally, the first control of the first vehicle by the control unit 103 specifically is: determining a minimum time value from time points of the M time points at which the first vehicle is at a position belonging to the hazard zone; the dangerous area is the position of the time difference belonging to the dangerous time difference interval in the position crossing area; when the minimum time value is not greater than the safety handling time threshold value, controlling the first vehicle to execute a safety handling operation; or when the minimum time value is larger than the safe handling time threshold value, controlling the first vehicle to continue to run according to the first track information; the safe handling time threshold is related to a safe handling capability of the first vehicle.

In one case, when the priority of the first trajectory information is higher than that of the second trajectory information, the control unit 103 determines whether the first vehicle has the road driving right in the position crossing area according to the time difference of the position crossing area, specifically: when the time difference of the position crossing area is larger than a first value, determining that the first vehicle in the position crossing area has no road driving right; when the time difference of the position crossing area is not larger than a first value, determining that a first vehicle in the position crossing area has the road driving right; wherein the first value is greater than zero. Therefore, the control unit 103 can obtain the time when the first vehicle and the target object reach the position crossing area according to the comparison between the time difference of the position crossing area and the first value, and further determine the attribution of the road driving right in the position crossing area. Therefore, traffic efficiency is improved while driving safety is improved.

In another case, when the priority of the first track information is lower than that of the second track information, the control unit 103 determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, specifically: when the time difference of the position crossing area is smaller than a second value, determining that a first vehicle in the position crossing area has the road driving right; when the time difference of the position crossing area is not smaller than the second value, determining that the first vehicle in the position crossing area has no road driving right; wherein the second value is less than zero. It can be seen that when the priority of the trajectory information of the first vehicle is low, if the first vehicle is a turning vehicle, the priority of the trajectory information of the target object is high, if the target object is a straight-going vehicle, when the first vehicle reaches the position crossing area far earlier than the target object to some extent, the right to drive the road can be attributed to the first vehicle; when the first vehicle reaches the position crossing area not earlier than the target object to a certain extent, the road driving right can be attributed to the target object with high priority. It can be seen that this embodiment is advantageous for improving the efficiency of passage of the vehicle.

In another case, the determination unit 102 obtains the time difference of the position crossing area by subtracting the time point of the same position of the object in the position crossing area from the time point of the same position of the first vehicle in the position crossing area when the priority of the first trajectory information is higher than the priority of the second trajectory information; the determination unit 102 subtracts the time point of the same position of the first vehicle in the position crossing area from the time point of the same position of the object in the position crossing area to obtain the time difference of the position crossing area when the priority of the first trajectory information is lower than the priority of the second trajectory information. In this way, the evaluation of the road right of travel may be performed using the first value, as follows:

the control unit 103 determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, specifically: when the time difference of the position crossing area is larger than a first value, determining that the track information in the first vehicle and the target object has a higher priority without a road driving right, and the track information in the first vehicle and the target object has a lower priority with a road driving right; or when the time difference of the position crossing areas is not larger than a first value, determining that the track information in the first vehicle and the target object has a higher priority to have a road driving right and the track information has a lower priority to have no road driving right, wherein the first value is larger than zero. Alternatively, the first and second electrodes may be,

the control unit 103 determines whether the first vehicle in the position crossing area has the road driving right according to the time difference of the position crossing area, specifically: when the time difference of the position crossing area is larger than a first value, determining that the track information in the first vehicle and the target object has higher priority without road driving right, and the track information has lower priority with road driving right; or when the time difference of the position crossing area is smaller than a first value, determining that the track information in the first vehicle and the target object has the road driving right with higher priority and the track information has no road driving right with lower priority; or, when the time difference of the location crossing area is equal to a first value, determining that the first vehicle has or does not have road right, wherein the first value is greater than zero.

The present application also provides a vehicle control device, based on the vehicle control device 100 described in fig. 35, in the vehicle control device 100:

an obtaining unit 101, configured to obtain first trajectory information, where the first trajectory information is used to indicate M time points and positions where a first vehicle is located at the M time points, respectively, and M is an integer greater than or equal to 1;

a determining unit 102, configured to determine that there is a collision risk between the first vehicle and the target object when the time difference of the position crossing area belongs to the dangerous time difference interval; or when the time difference of the position crossing area does not belong to the dangerous time difference interval, determining that no collision risk exists between the first vehicle and the target object;

Optionally, as shown in fig. 35, the vehicle control apparatus may further include a control unit 103, where the control unit 103 is configured to perform a first control on the first vehicle when there is a risk of collision between the first vehicle and the target object; controlling the first vehicle passing position intersection area when there is no collision risk between the first vehicle and the target object.

The control unit 103 is configured to perform a first control on the first vehicle when there is a collision risk between the first vehicle and the target object, which is described above and will not be described in detail herein.

Therefore, the vehicle control device evaluates the collision risk between the first vehicle and the target object based on the time difference and the dangerous time difference interval of the first vehicle and the target object in the position crossing area, so that the traffic efficiency can be improved while the driving safety is improved.

Optionally, the related contents of this aspect, such as the first track information and the second track information, can refer to the related contents described above, and are not described in detail here.

a determining unit 102, configured to determine attribution of a road driving right in a position crossing area according to a time difference of the position crossing area;

a control unit 103 for controlling the first vehicle to execute a safety measure when the first vehicle has no road right to travel; or, when the first vehicle has the road driving right, controlling the first vehicle passing position crossing area.

Optionally, other relevant contents of the vehicle control device, such as the first track information and the second track information, may refer to the above-mentioned relevant contents, and are not described in detail here.

The embodiment of the present application further provides a vehicle control apparatus 200, where the vehicle control apparatus 200 corresponds to the first device in each of the method embodiments, and may be a chip, a chip system, a processor, or the like, or an on-vehicle device. The vehicle control device 200 may be used to implement the method described in the above method embodiment, and specific reference may be made to the description in the above method embodiment. Referring to fig. 36, a vehicle control apparatus 200 may include one or more processors 201. The processor 201 may be a general purpose processor or a special purpose processor, etc. The vehicle control apparatus 200 may further include a transceiver 205. The transceiver 205 may be referred to as a transceiving unit, a transceiver, or a transceiving circuit, etc. for implementing transceiving functions. The transceiver 205 may include a receiver and a transmitter, and the receiver may be referred to as a receiver or a receiving circuit, etc. for implementing a receiving function; the transmitter may be referred to as a transmitter or a transmission circuit, etc. for implementing the transmission function. Optionally, the vehicle control apparatus 200 may include one or more memories 202, on which instructions 204 may be stored, where the instructions 204 may be a computer program, and the computer program may be executed on the vehicle control apparatus 200, so that the vehicle control apparatus 200 executes the method described in the above method embodiment. Optionally, the memory 202 may further store data. The vehicle control device 200 and the memory 202 may be provided separately or may be integrated together.

In an alternative embodiment, the vehicle control device 200 is configured to implement the functions of the first device in the above-described method embodiment:

the transceiver 205 is configured to perform steps S101 and S102 shown in fig. 11; alternatively, steps S201, S202 in fig. 26 are executed; alternatively, steps S301, S302 in fig. 31, or steps S401, S402 in fig. 32 are performed;

the processor 201 is configured to execute steps S103 and S104 shown in fig. 11; alternatively, steps S203 to S208 in fig. 26 are executed; or performing steps S303 to S306 in fig. 31; or steps S403 to S407 in fig. 32 are performed.

Optionally, the vehicle control device 200 may also implement the relevant operations of the cloud 100 or the rsu 300, or the relevant operations of some devices in the cloud 100 or the rsu 300 based on the communication system shown in fig. 6. Optionally, the vehicle control device 200 may also implement the relevant operations of the vehicle 200 shown in fig. 7, or the relevant operations of some devices in the vehicle 200, so as to improve traffic efficiency while improving driving safety. In addition, the vehicle control device 200 may also implement the related operations of the ADAS described in fig. 10, or the functions of some modules in the ADAS, such as the safety module 124.

For another example, the vehicle control device 200 may be:

(1) A stand-alone integrated circuit IC, or chip, or system-on-chip or subsystem;

(2) A module that may be embedded within other devices;

(3) Mobile units, in-vehicle device cloud devices, artificial intelligence devices, and the like.

In one possible implementation, a transceiver may be included in the processor 201 for performing receive and transmit functions. The transceiver may be, for example, a transceiver circuit, or an interface circuit. The transmit and receive circuitry, interfaces or interface circuitry used to implement the receive and transmit functions may be separate or integrated. The transceiver circuit, the interface circuit or the interface circuit may be used for reading and writing code/data, or the transceiver circuit, the interface circuit or the interface circuit may be used for transmitting or transferring signals.

In one implementation, the processor 201 may store instructions 203, which may be a computer program, and the instructions 203 may be executed on the processor 201 to cause the vehicle control apparatus 200 to perform the method described in the above method embodiment. The instructions 203 may be solidified in the processor 201, in which case the processor 201 may be implemented in hardware.

In one implementation, the vehicle control apparatus 200 may include circuitry that may implement the functionality of transmitting or receiving or communicating in the foregoing method embodiments. The processor and the transceiver described in the embodiments of the present application may be implemented on an Integrated Circuit (IC), an analog IC, a Radio Frequency Integrated Circuit (RFIC), a mixed signal IC, an Application Specific Integrated Circuit (ASIC), a Printed Circuit Board (PCB), an electronic device, or the like.

Embodiments of the present application also provide a computer-readable storage medium, where the computer-readable storage medium may store a program, and the program may execute some or all of the steps of any one of the method embodiments described in fig. 11 to fig. 34.

Embodiments of the present application further provide a computer program, where the computer program includes instructions, which, when executed by a processor, enable the processor to perform part or all of the steps of any one of the method embodiments described in the foregoing method embodiments corresponding to fig. 11 to fig. 34.

An embodiment of the present application further provides a server, where the server includes a processor and a memory, and the processor calls the executable program code stored in the memory to perform part or all of the steps described in any one of the method embodiments corresponding to fig. 11 to fig. 34.

In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

It should be noted that for simplicity of description, the above-mentioned embodiments of the method are described as a series of acts, but those skilled in the art should understand that the present application is not limited by the described order of acts, as some steps may be performed in other orders or simultaneously according to the present application. Further, those skilled in the art should also appreciate that the embodiments described in the specification are exemplary embodiments and that the acts and modules referred to are not necessarily required in this application.

In the several embodiments provided in the present application, it should be understood that the disclosed apparatus may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the above-described units is only one type of logical functional division, and other divisions may be realized in practice, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the connections or couplings or communication links shown or discussed with respect to each other may be through interfaces, indirect connections or communication links of devices or units, and may be electrical or otherwise.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit may be stored in a computer-readable storage medium if it is implemented in the form of a software functional unit and sold or used as a separate product. Based on such understanding, the technical solutions of the present application, or portions thereof, which essentially contribute to the prior art, or all or portions thereof, may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a processor (which may be a processor in a computer, a server, or a network device) to execute all or part of the steps of the above methods of the embodiments of the present application. The storage medium may include: a U-disk, a removable hard disk, a magnetic disk, an optical disk, a Read-Only Memory (ROM) or a Random Access Memory (RAM), and the like.

The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle control method, characterized by comprising:

acquiring first track information, wherein the first track information is used for indicating M time points and positions of a first vehicle at the M time points respectively, and M is an integer greater than or equal to 1;

acquiring second track information, wherein the second track information is used for indicating N time points and positions of a target object at the N time points respectively, and N is an integer greater than or equal to 1;

determining a time difference between the first vehicle and the target object in a position crossing area, wherein the position crossing area comprises the same position in the positions respectively indicated by the first track information and the second track information; the time difference of the position crossing area is a difference between time points of the first vehicle and the target object at the same position in the position crossing area, respectively;

and controlling the first vehicle according to the time difference of the position crossing areas.

2. The method of claim 1,

the first trajectory information is information of a planned trajectory of the first vehicle;

the second trajectory information is information of a predicted trajectory of the target object.

3. The method according to claim 1 or 2,

the M time points indicated by the first track information are predefined, and the position of the first vehicle at each time point is determined based on the speed direction, the speed magnitude and the acceleration of the first vehicle;

the N time points indicated by the second trajectory information are predefined, and the position of the target object at each time point is determined based on the velocity direction, the velocity magnitude, and the acceleration of the target object.

4. The method of any of claims 1 to 3, wherein the controlling the first vehicle based on the time difference of the location intersection area comprises:

determining whether the first vehicle in the position crossing area has road driving right according to the time difference of the position crossing area;

and controlling the first vehicle according to whether the first vehicle has the road driving right.

5. The method of claim 4, wherein the controlling the first vehicle based on whether the first vehicle has road right comprises:

when the first vehicle does not have the road driving right, determining whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing area, and controlling the first vehicle according to whether the collision risk exists between the first vehicle and the target object; or the like, or a combination thereof,

when the first vehicle has a road driving right, controlling the first vehicle to pass through the position crossing area.

6. The method of claim 4, wherein the controlling the first vehicle based on whether the first vehicle has road right comprises:

when the first vehicle does not have the road driving right, controlling the first vehicle to perform a safety handling operation; or the like, or a combination thereof,

controlling the first vehicle to pass through the location crossing area when the first vehicle has the road driving right.

7. The method of any of claims 1 to 3, wherein the controlling the first vehicle based on the time difference of the location intersection area comprises:

determining whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing areas;

controlling the first vehicle according to whether a collision risk exists between the first vehicle and the target.

8. The method of claim 5 or 7, wherein said determining whether there is a risk of collision between the first vehicle and the target object based on the time difference of the location intersection area comprises:

when the time difference of the position crossing region does not belong to a dangerous time difference interval, determining that no collision risk exists between the first vehicle and the target object; or the like, or, alternatively,

and when the time difference belonging to the dangerous time difference interval exists in the time difference of the position crossing area, determining that the collision risk exists between the first vehicle and the target object.

9. The method of claim 5, 7 or 8, wherein said controlling the first vehicle based on whether there is a risk of collision between the first vehicle and the target comprises:

performing a first control on the first vehicle when there is a collision risk between the first vehicle and the target; or the like, or, alternatively,

controlling the first vehicle to pass through the location crossing area when there is no risk of collision between the first vehicle and the target object.

10. The method of claim 9, wherein the first controlling the first vehicle comprises:

determining a minimum time value from the time points of the M time points at which the first vehicle is at a position belonging to a danger zone; the dangerous area is the position of the time difference belonging to the dangerous time difference interval in the position crossing area;

when the minimum time value is not greater than a safe handling time threshold, controlling the first vehicle to perform a safe handling operation; or the like, or, alternatively,

when the minimum time value is larger than a safe handling time threshold value, controlling the first vehicle to continue to run according to the first track information;

the safe handling time threshold is related to a safe handling capability of the first vehicle.

11. The method of any of claims 4 to 6, wherein the determining whether the first vehicle in the position crossing area has road right of travel based on the time difference of the position crossing area comprises:

when the time difference of the position crossing area is larger than a first value, determining that the first vehicle in the position crossing area has no road driving right; or the like, or, alternatively,

determining that the first vehicle has road-driving right in the position crossing area when the time difference of the position crossing area is less than a first value; or the like, or, alternatively,

determining that the first vehicle has or does not have road right of travel in the position crossing area when the time difference of the position crossing area is equal to a first value;

wherein the priority of the first track information is higher than the priority of the second track information, and the first value is greater than zero.

12. The method of any of claims 4 to 6, wherein the determining whether the first vehicle in the position crossing area has road right of travel based on the time difference of the position crossing area comprises:

determining that the first vehicle has road driving right in the position crossing region when the time difference of the position crossing region is smaller than a second value; or the like, or, alternatively,

determining that the first vehicle does not have road driving right in the position crossing region when the time difference of the position crossing region is greater than a second value; or the like, or, alternatively,

determining that the first vehicle has or does not have road drive in the position crossing zone when the time difference of the position crossing zone is equal to a second value;

wherein the priority of the first track information is lower than the priority of the second track information, and the second value is smaller than zero.

13. A vehicle control apparatus, characterized in that the apparatus comprises:

an acquisition unit configured to acquire first trajectory information indicating M time points and positions of a first vehicle at the M time points, respectively, where M is an integer greater than or equal to 1;

the acquiring unit is further configured to acquire second track information, where the second track information is used to indicate N time points and positions of the target object at the N time points, respectively, and N is an integer greater than or equal to 1;

a determination unit configured to determine a time difference between the first vehicle and the target object in a position intersection area, where the position intersection area includes the same position of the positions indicated by the first trajectory information and the second trajectory information, respectively; the time difference of the position crossing area is a difference between time points of the first vehicle and the target object at the same position in the position crossing area respectively;

14. The apparatus of claim 13,

15. The apparatus of claim 13 or 14,

m time points indicated by the first track information are predefined, and the position of the first vehicle at each time point is determined based on the speed direction, the speed magnitude and the acceleration of the first vehicle;

16. The apparatus according to any one of claims 13 to 15, wherein the control unit controls the first vehicle according to the time difference of the position crossing area, specifically:

17. The apparatus according to claim 16, wherein the control unit controls the first vehicle according to whether the first vehicle has road driving right, specifically:

when the first vehicle does not have the road driving right, determining whether a collision risk exists between the first vehicle and the target object according to the time difference of the position crossing areas, and controlling the first vehicle according to whether the collision risk exists between the first vehicle and the target object; or the like, or a combination thereof,

18. The apparatus according to claim 16, wherein the control unit controls the first vehicle according to whether the first vehicle has road driving right, specifically:

when the first vehicle does not have the road driving right, controlling the first vehicle to perform a safety handling operation; or the like, or, alternatively,

when the first vehicle has the road driving right, controlling the first vehicle to pass through the position crossing area.

19. The apparatus according to any one of claims 13 to 15, wherein the control unit controls the first vehicle according to the time difference of the position crossing areas, in particular:

controlling the first vehicle according to whether a collision risk exists between the first vehicle and the target object.

20. The apparatus according to claim 17 or 19, wherein the control unit determines whether there is a risk of collision between the first vehicle and the object based on the time difference of the position crossing areas, in particular:

and when a time difference belonging to a dangerous time difference interval exists in the time differences of the position crossing areas, determining that a collision risk exists between the first vehicle and the target object.

21. The apparatus of claim 17, 19 or 20, wherein the control unit controls the first vehicle according to whether there is a risk of collision between the first vehicle and the object, comprising:

performing a first control on the first vehicle when there is a risk of collision between the first vehicle and the target object; or the like, or a combination thereof,

22. The device according to claim 21, characterized in that the control unit performs a first control of the first vehicle, in particular:

determining a minimum time value from the time points of the M time points at which the first vehicle is at a position belonging to a danger zone; the dangerous area is a position of the position crossing area where the time difference belongs to a dangerous time difference interval;

when the minimum time value is not greater than a safe handling time threshold value, controlling the first vehicle to perform a safe handling operation; or the like, or a combination thereof,

23. The apparatus according to any one of claims 16 to 18, wherein the control unit determines whether the first vehicle has road right of travel in the intersection area based on the time difference of the intersection area, in particular:

determining that the first vehicle does not have road right of travel in the position crossing area when the time difference of the position crossing area is greater than a first value; or the like, or, alternatively,

when the time difference of the position crossing area is smaller than a first value, determining that the first vehicle in the position crossing area has the road driving right; or the like, or a combination thereof,

24. The apparatus according to any one of claims 16 to 18, wherein the determining unit determines whether the first vehicle has road-driving right in the position crossing area according to the time difference of the position crossing area, specifically:

25. An apparatus, characterized in that the apparatus comprises a processor and a memory, wherein the memory is configured to store a computer program and the processor is configured to execute the computer program stored in the memory such that the apparatus performs the method of any of claims 1 to 12.

26. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which is executed by a processor to implement the method of any one of claims 1 to 12.