CN117227745A

CN117227745A - Vehicle control method and device and vehicle

Info

Publication number: CN117227745A
Application number: CN202311279008.1A
Authority: CN
Inventors: 储继源
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2023-09-28
Filing date: 2023-09-28
Publication date: 2023-12-15

Abstract

The application provides a vehicle control method, a device and a vehicle, wherein the method is applied to the field of vehicle control and comprises the following steps: identifying a target road section type of a road section traveling ahead of the vehicle during traveling of the vehicle; under the condition that the type of the target road section corresponds to at least two candidate control strategies, acquiring the current calculated force load state of the vehicle; determining at least one target control strategy supported by the vehicle to execute from the candidate control strategies based on the calculated force load state; and controlling the running of the vehicle based on the control parameter output result of the target control strategy. The method can give consideration to the control redundancy requirement and the current calculation force state of the vehicle, avoid the control strategy from being unable to be executed due to insufficient calculation force and ensure the smooth execution of the vehicle control strategy.

Description

Vehicle control method and device and vehicle

Technical Field

The present application relates to the field of vehicle control, and more particularly, to a vehicle control method, apparatus, and vehicle in the field of vehicle control.

Background

With the development of the automobile industry, automobiles increasingly participate in our schedule life and work, and are in various scenes and demands, and the demands on the calculation power of the automobiles are also higher.

For high-power vehicles, a plurality of control parameter output links are arranged, and are executed simultaneously, and the control parameter output links are executed in a redundant mode, so that the problem that the vehicles cannot be controlled due to failure of a single link is avoided.

However, the simultaneous execution of a plurality of control parameter output links has a high demand for vehicle calculation power, and cannot support the simultaneous execution of a plurality of control output links in the case of insufficient vehicle calculation power. Therefore, how to balance the power demand and the control redundancy demand of the vehicle is a problem to be solved by intelligent driving of the vehicle.

Disclosure of Invention

The application provides a vehicle control method and device and a vehicle, wherein the method can give consideration to the current calculation force state of the vehicle while giving consideration to the control redundancy requirement, avoid the control strategy from being unable to be executed due to insufficient calculation force, and ensure the smooth execution of the vehicle control strategy.

In a first aspect, a vehicle control method is provided, the method comprising: identifying a target road section type of a road section traveling ahead of the vehicle during traveling of the vehicle; under the condition that the type of the target road section corresponds to at least two candidate control strategies, acquiring the current calculated force load state of the vehicle; determining at least one target control strategy supported by the vehicle to execute from the candidate control strategies based on the calculated force load state; and controlling the running of the vehicle based on the control parameter output result of the target control strategy.

In the above technical solution, in the intelligent driving field, an implementation manner of a redundancy control strategy is provided: under the condition that the target road section type is provided with a plurality of redundant candidate control strategies, the candidate control strategy which can be supported by the current vehicle is selected as the target control strategy according to the current calculated load state of the vehicle, so that the vehicle is controlled to run according to the target control strategy. The redundant execution of the control strategy is considered, the current calculation force state of the vehicle is considered, the control strategy cannot be executed due to insufficient calculation force is avoided, and the smooth execution of the control strategy of the vehicle is ensured.

With reference to the first aspect, in some possible implementations, determining, based on the state of the computational load, at least one target control strategy that the vehicle supports to execute from among the candidate control strategies includes: determining, based on the calculated force load status, a target allocated calculated force that the vehicle may allocate for execution of the candidate control strategy; and determining at least one target control strategy which is supported to be executed by the vehicle from the candidate control strategies based on the target distribution calculated force, wherein the calculated force required by simultaneously executing each target control strategy is smaller than or equal to the target distribution calculated force.

In the above technical solution, the calculation force load status indicates the current calculation force used by the vehicle, and the calculation force that the vehicle can allocate for the candidate control strategies needs to be acquired for determining which candidate control strategies are executed. The application also provides a mode of determining the target distribution computing force which can be distributed by the vehicle for executing the candidate control strategies according to the computing force load state, and further determining the target control strategies from the candidate control strategies based on the target distribution computing force, so that the computing force required by executing the target control strategies is smaller than or equal to the target distribution computing force, and the current computing force of the vehicle is ensured to support the smooth execution of each target control strategy.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, determining, based on the target allocation calculation force, at least one target control policy that is supported by the vehicle to be executed from the candidate control policies includes: acquiring target demand computing forces required by simultaneously executing candidate control strategies corresponding to the target road segment types, wherein the target demand computing forces under different target road segment types are different; under the condition that the target distribution calculated force is greater than or equal to the target demand calculated force, determining each corresponding candidate control strategy under the target road section type as a target control strategy; and selecting the target control strategy from the candidate control strategies corresponding to the target road section type based on the target allocation computing force and the candidate demand computing force of each candidate control strategy under the condition that the target allocation computing force is smaller than the target demand computing force, wherein the candidate demand computing force is the computing force required for executing the single candidate control strategy, and the number of the target control strategies is smaller than the number of the candidate control strategies.

In the above technical solution, in order to execute a plurality of candidate control strategies as much as possible under the current calculation power of the vehicle, when selecting a target control strategy, the present application preferentially compares the relationship between the target demand calculation power and the target distribution calculation power required by each candidate control strategy under the type of the target road section to determine whether the vehicle can currently support to execute all candidate control strategies simultaneously or only support to execute part of candidate control strategies simultaneously; under the condition that the current target distribution calculation force allows, a plurality of candidate control strategies are executed simultaneously as much as possible, redundancy of the vehicle control strategies is improved, and the situation that the vehicle control cannot be performed due to failure of executing a single control strategy is avoided.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, selecting, based on the target allocation calculation force and the candidate demand calculation force of each candidate control policy, a target control policy from each candidate control policy corresponding to the target road segment type includes: and under the condition that the candidate demand computing force is smaller than or equal to the target distribution computing force, selecting a target control strategy from the candidate control strategies based on the target distribution computing force, the candidate demand computing force and the control strategy priority corresponding to the target road section type, wherein the strategy priority of the target control strategy is higher than that of the candidate control strategy.

In the above technical solution, when selecting a part of candidate control strategies from the candidate control strategies based on the target allocation computing power, the present application further proposes determining the number of candidate control strategies that can be supported by the target allocation computing power by determining the relationship between each candidate demand computing power (computing power required for executing a single candidate control strategy) and the target allocation computing power; if a plurality of candidate control strategies can be supported, selecting a target control strategy according to the control strategy priority; the selected target control strategy can be used for preferentially providing the control strategy which is most suitable for the type of the current target road section on the basis of meeting the current vehicle power calculation state.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the method further includes: determining a minimum demand computing force among the candidate demand computing forces in the case where there is no candidate demand computing force less than or equal to the target distribution computing force; performing calculation force optimization on the vehicle based on the minimum demand calculation force, and supporting the vehicle to execute a candidate control strategy corresponding to the minimum demand calculation force after calculation force optimization; and determining a candidate control strategy corresponding to the minimum demand computing force as a target control strategy.

In the above technical method, in order to ensure normal control of the vehicle, the present application further provides obtaining a minimum demand computing force of the candidate demand computing forces, performing computing force optimization on the vehicle based on the minimum demand computing force, and determining the candidate control strategy corresponding to the minimum demand computing force as the target control strategy, in order to ensure that the target distribution computing force cannot support execution of any candidate control strategy. By executing the candidate control strategy for the minimum demand computing force, the pressure on the vehicle computing force can be reduced, while the impact on other running functions of the vehicle can be minimized.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, controlling running of the vehicle based on a result of outputting a control parameter of the target control policy includes: under the condition that the control parameter output result of the target control strategy comprises at least two groups of candidate control parameters, acquiring a control strategy priority corresponding to the type of the target road section; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority; based on the target control parameter, the vehicle travel is controlled.

In the above technical solution, in order to avoid that the normal driving of the vehicle is affected by the simultaneous execution of multiple sets of candidate control parameters, aiming at the situation of outputting multiple sets of candidate control parameters; the application also provides a method for selecting the target control parameter from a plurality of groups of candidate control parameters according to the control strategy priority, thereby avoiding the confusion of vehicle control caused by the existence of a plurality of groups of candidate control parameters and further improving the running safety of the vehicle; in addition, the candidate control parameters which are more suitable for the type of the current target road section are preferentially selected to serve as the target control parameters for controlling the vehicle, so that the adaptation degree of the target control parameters and the current running road section can be improved, and the accuracy and the safety of intelligent driving of the vehicle are further improved.

With reference to the first aspect and the foregoing implementation manners, in some possible implementation manners, determining, based on the control policy priority, a target control parameter from at least two sets of candidate control parameters includes: determining a parameter difference value between each set of candidate control parameters; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority under the condition that the difference value of each parameter is smaller than the threshold value; the method further comprises the steps of: and displaying control prompt information when the parameter difference value is larger than the threshold value, wherein the control prompt information is used for prompting that the control parameter is abnormal.

In the above technical solution, under the condition of redundant control parameters, errors may exist in the calculation process of some control parameters, and if only the control strategy priority is adopted to select the target control parameters, the erroneous control parameters may be selected, thereby affecting the driving safety. Therefore, the application also provides that whether to directly select the target control parameters according to the priority of the control strategy is determined according to the parameter difference value among the output candidate control parameters; therefore, the situation that the vehicle is controlled by mistake due to the execution error of a single control strategy is avoided, and the safety of the vehicle control is further improved; in addition, under the condition that the parameter difference value is too large, the user can be timely reminded of abnormality, and the driving safety of the vehicle is further improved.

With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the obtaining a current computing power load state of the vehicle includes at least one of the following: determining a current computational load state of the vehicle based on a chip load of the intelligent driving control chip; determining a current power load state of the vehicle based on a number of currently enabled sensors of the vehicle; the current state of the computing power load of the vehicle is determined based on the amount of software currently enabled by the vehicle.

In the technical scheme, the application also provides a plurality of ways for determining the calculated load state, so that the calculated load state of the vehicle can be estimated according to the chip load of the intelligent driving control chip, the number of currently-started sensors of the vehicle and the number of currently-started software of the vehicle; and the influence of various factors on the load state of the vehicle is considered, so that the accuracy of determining the current calculated load state of the vehicle is improved.

In a second aspect, there is provided a vehicle control apparatus including: the identifying module is used for identifying the type of a target road section of a driving road section in front of the vehicle in the driving process of the vehicle; the acquisition module is used for acquiring the current calculation load state of the vehicle under the condition that the type of the target road section corresponds to at least two candidate control strategies; a first determining module for determining at least one target control strategy that the vehicle supports to execute from the candidate control strategies based on the calculated power load state; and the control module is used for outputting a result based on the control parameters of the target control strategy and controlling the vehicle to run.

With reference to the second aspect, in some possible implementations, the first determining module is further configured to: determining, based on the calculated force load status, a target allocated calculated force that the vehicle may allocate for execution of the candidate control strategy; and determining at least one target control strategy which is supported to be executed by the vehicle from the candidate control strategies based on the target distribution calculated force, wherein the calculated force required by simultaneously executing each target control strategy is smaller than or equal to the target distribution calculated force.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the first determining module is further configured to: acquiring target demand computing forces required by simultaneously executing candidate control strategies corresponding to the target road segment types, wherein the target demand computing forces under different target road segment types are different; under the condition that the target distribution calculated force is greater than or equal to the target demand calculated force, determining each corresponding candidate control strategy under the target road section type as a target control strategy; and selecting the target control strategy from the candidate control strategies corresponding to the target road section type based on the target allocation computing force and the candidate demand computing force of each candidate control strategy under the condition that the target allocation computing force is smaller than the target demand computing force, wherein the candidate demand computing force is the computing force required for executing the single candidate control strategy, and the number of the target control strategies is smaller than the number of the candidate control strategies.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the first determining module is further configured to: and under the condition that the candidate demand computing force is smaller than or equal to the target distribution computing force, selecting a target control strategy from the candidate control strategies based on the target distribution computing force, the candidate demand computing force and the control strategy priority corresponding to the target road section type, wherein the strategy priority of the target control strategy is higher than that of the candidate control strategy.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the apparatus further includes: a second determination module for determining a minimum demand computing force among the candidate demand computing forces in a case where there is no candidate demand computing force less than or equal to the target distribution computing force; the optimizing module is used for carrying out calculation force optimization on the vehicle based on the minimum demand calculation force, and the vehicle supports to execute a candidate control strategy corresponding to the minimum demand calculation force after calculation force optimization; the second determining module is further configured to determine a candidate control strategy corresponding to the minimum demand computing force as a target control strategy.

With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the control module is further configured to: under the condition that the control parameter output result of the target control strategy comprises at least two groups of candidate control parameters, acquiring a control strategy priority corresponding to the type of the target road section; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority; based on the target control parameter, the vehicle travel is controlled.

With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the control module is further configured to: determining a parameter difference value between each set of candidate control parameters; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority under the condition that the difference value of each parameter is smaller than the threshold value; the apparatus further comprises: the display module is used for displaying control prompt information when the parameter difference value is larger than the threshold value, wherein the control prompt information is used for prompting that the control parameter is abnormal.

With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the acquiring module is further configured to: determining a current computational load state of the vehicle based on a chip load of the intelligent driving control chip; determining a current power load state of the vehicle based on a number of currently enabled sensors of the vehicle; the current state of the computing power load of the vehicle is determined based on the amount of software currently enabled by the vehicle.

In a third aspect, a vehicle is provided that includes a memory and a processor. The memory is for storing executable program code and the processor is for calling and running the executable program code from the memory such that the vehicle performs the method of the first aspect or any of the possible implementations of the first aspect.

In a fourth aspect, there is provided a computer program product comprising: computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

In a fifth aspect, a computer readable storage medium is provided, the computer readable storage medium storing computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

Drawings

FIG. 1 is a schematic flow chart of a vehicle control method provided by an embodiment of the application;

FIG. 2 is a schematic flow chart of another vehicle control method provided by an embodiment of the present application;

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

FIG. 4 is a schematic diagram of a high-power whole vehicle system architecture according to an embodiment of the present application;

fig. 5 is a schematic structural view of a vehicle control apparatus according to an embodiment of the present application;

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

Detailed Description

The technical scheme of the application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B: the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and furthermore, in the description of the embodiments of the present application, "plural" means two or more than two.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

Fig. 1 is a schematic flowchart of a vehicle control method provided in an embodiment of the present application. It should be appreciated that the method may be applied to a vehicle.

Illustratively, as shown in FIG. 1, the method 100 includes:

step 101, identifying a target road segment type of a road segment traveling ahead of the vehicle during traveling of the vehicle.

In the intelligent driving field, in order to improve redundancy of vehicle control parameters and avoid the problem of intelligent driving failure caused by failure of a single vehicle control link, a plurality of redundancy control strategies are generally set for a target road section type, and a plurality of candidate control strategies are executed simultaneously so as to avoid the problem that safe driving of a vehicle is affected due to failure of the single candidate control strategy.

The number of candidate control strategies adaptable to different target road segment types also varies, taking into account the different road segment characteristics of the different target road segment types. By way of example, travel segments may be divided into three target segment types according to different segment characteristics: the system comprises a first road segment type, a second road segment type and a third road segment type, wherein the first road segment type can identify a lane line and has road curvature output, and the road curvature is positioned in the use range of a lane centering function, so that the vehicle can carry out vehicle transverse control according to the lane line, can carry out vehicle transverse control according to the road curvature, can carry out vehicle control according to a navigation path map, and can adapt to three candidate control strategies; the second road section type is that a lane line cannot be accurately identified, the road curvature is output, but the road curvature is outside a target curvature range, and the vehicle cannot control the vehicle according to the lane line, but the vehicle can still control the vehicle according to the road curvature or a navigation path map, and two candidate control strategies can be adapted; the third path section type is a road section which cannot accurately identify a lane line and has no road curvature output; the vehicle control method indicates that the vehicle cannot perform vehicle control according to the lane lines and cannot perform vehicle control according to the road curvature, and the vehicle control can only be performed according to the navigation path map, namely, only a single candidate control strategy is adapted.

Based on the road section characteristics of the three target road section types, if the current control parameters of the vehicle need to be determined in the vehicle driving process, the vehicle needs to acquire a lane line identification result of the front driving road section and a road curvature output result of the vehicle navigation map on the front driving road section, and then the target road section type of the front driving road section of the vehicle is identified according to the lane line identification result and the road curvature output result.

Optionally, in a case that the lane line recognition result indicates that a lane line of the front driving road section is recognized, and the road curvature output result indicates that the road curvature of the front driving road section is within a target curvature range, the vehicle driving road section may be determined to be a first road section type; in the case where the lane line recognition result indicates that the lane line of the front traveling road section is not recognized and the road curvature output result indicates that the road curvature of the front traveling road section is outside the target curvature range, it may be determined that the vehicle traveling road section is of a second road section type; in the case where the lane line recognition result indicates that the lane line of the front travel section is not recognized and the road curvature output result indicates that the vehicle navigation map does not output the road curvature, it may be determined that the vehicle travel section is of a third path section type.

Step 102, under the condition that the type of the target road section corresponds to at least two candidate control strategies, acquiring the current calculated load state of the vehicle.

If the number of the candidate control strategies adapted by different target road section types is different, if the target road section types are only adapted to a single candidate control strategy, the vehicle can control the vehicle to run by executing the single candidate control strategy; if the target road section type is adapted to a plurality of candidate control strategies, considering that the plurality of candidate control strategies are executed simultaneously to calculate the real-time power pressure of the vehicle, the vehicle control mode under the target road section type needs to be determined according to the real-time power load calculation condition of the vehicle. In a possible implementation manner, when the vehicle determines that the target road segment type is adaptive to the plurality of candidate control strategies, the current computing power load state of the vehicle can be further acquired, and at least one target control to be executed is determined according to the computing power load state.

The power calculation load state can be the power calculation load state of the intelligent driving control chip or the power calculation load state of the whole vehicle. The calculated force load condition may be related to a number of activations of vehicle sensors, a number of software runs in the vehicle, an occupancy of a processor in the vehicle, and the like.

Optionally, if the type of the target road section is only adapted to a single candidate control strategy, the single candidate control strategy can be directly determined as the target control strategy and executed without acquiring the current computational load state of the vehicle, and the vehicle is controlled to run according to the control parameters output by the target control strategy.

Step 103, determining at least one target control strategy for vehicle support execution from the candidate control strategies based on the calculated force load status.

If the current calculation load state of the vehicle indicates that the current calculation load pressure of the vehicle is larger, if a plurality of candidate control strategies are executed simultaneously, the calculation load pressure of the vehicle is obviously increased, and the normal operation of each function of the vehicle can be possibly affected. If the current calculation load state of the vehicle indicates that the current calculation load pressure of the vehicle is smaller, if only a single candidate control strategy is operated, the safe driving of the vehicle may be affected under the condition that the single candidate control strategy is executed incorrectly. Thus, to compromise vehicle control safety and vehicle power load, in one possible implementation, the vehicle may determine at least one target control strategy supportable by the current vehicle from a plurality of candidate control strategies based on the current power load state of the vehicle, such that the selected single or multiple target control strategies match the current load state.

And 104, controlling the vehicle to run based on the control parameter output result of the target control strategy.

Further, after the vehicle determines the target control strategy which can support execution, the vehicle can be controlled to run according to the control parameter output result of the target control strategy. Optionally, if the number of the target control strategies is single, the control parameter output result is a set of control parameters, and the vehicle running can be controlled directly according to the set of control parameters; if the number of the target control strategies is multiple, the output result of the control parameters may be multiple groups of control strategies, and the control parameters optimally adapted to the current target road section type need to be selected from the multiple groups of control parameters to serve as the target control parameters for controlling the vehicle to run.

In summary, in the intelligent driving field, the present application provides a method for executing a redundancy control strategy: under the condition that the target road section type is provided with a plurality of redundant candidate control strategies, the candidate control strategy which can be supported by the current vehicle is selected as the target control strategy according to the current calculated load state of the vehicle, so that the vehicle is controlled to run according to the target control strategy. The redundant execution of the control strategy is considered, the current calculation force state of the vehicle is considered, the control strategy cannot be executed due to insufficient calculation force is avoided, and the smooth execution of the control strategy of the vehicle is ensured.

In the process of determining a target control strategy which can be supported by the current vehicle according to the current calculation power load state of the vehicle, different calculation power demands corresponding to different candidate control strategies are considered, and the adaptable candidate control strategies under different target road section types are different. The target demand computing force under different target road segment types and the single candidate demand computing force two dimensions required by each candidate control strategy need to be considered correspondingly when determining the target control strategy.

Fig. 2 is a schematic flow chart of another vehicle control method provided by an embodiment of the application. It should be appreciated that the method may be applied to a vehicle.

Illustratively, as shown in FIG. 2, the method 200 includes:

step 201, a target road segment type of a road segment traveling ahead of a vehicle is identified during traveling of the vehicle.

The implementation of step 201 may refer to step 101, and this embodiment is not described herein.

Step 202, under the condition that the type of the target road section corresponds to at least two candidate control strategies, acquiring the current calculated load state of the vehicle.

Alternatively, in determining the current power load state of the vehicle, the power load state may be determined according to at least one of a chip load of the intelligent driving controller chip, a number of sensors currently enabled by the vehicle, and a number of software currently enabled by the vehicle.

Aiming at the condition of determining the current calculation power load state of the vehicle based on the chip load of the intelligent driving control chip, if the chip load of the intelligent driving control chip is larger, the corresponding current calculation power load pressure of the vehicle is larger; if the chip load of the intelligent driving control chip is smaller, the current calculated load pressure of the corresponding vehicle is smaller. Alternatively, the chip load of the intelligent driving control chip can be directly determined as the current calculated load of the vehicle. For example, if the chip load of the intelligent driving control chip is 50%, the current calculated force load of the corresponding vehicle is also 50%, and a calculated force load of 50% indicates that the vehicle has half of the available calculated force.

Aiming at the situation that the current calculated load state of the vehicle is determined based on the number of the currently started sensors of the vehicle, if the number of the currently started sensors of the vehicle is more, the corresponding sensor data required to be processed by the vehicle is more, the current calculated load pressure of the vehicle is larger; if the number of sensors currently activated by the vehicle is smaller, the corresponding sensor data to be processed by the vehicle is smaller, and the current calculated load pressure of the vehicle is smaller. Alternatively, a duty cycle of the number of sensors currently enabled by the vehicle may be obtained, and a current calculated force load state of the vehicle may be determined according to a correspondence between the duty cycle and the calculated force load. For example, if the vehicle has a 60% current sensor count, then the current calculated force load state of the vehicle may be determined to be 50%.

Aiming at the situation that the current calculation power load state of the vehicle is determined based on the current enabled software quantity of the vehicle, if the current enabled software quantity of the vehicle is more, the corresponding current calculation power load pressure of the vehicle is larger; if the number of software currently enabled by the vehicle is smaller, the corresponding current computational load pressure of the vehicle is smaller.

Based on the calculated force load status, it is determined that the vehicle may allocate a target allocated calculated force for execution of the candidate control strategy, step 203.

Taking the current calculated force load of the vehicle as 60% as an example, the current available calculated force ratio of the vehicle is 40%, and a certain residual calculated force is reserved in order to avoid the clamping caused by full-load operation. When determining the target control strategy capable of supporting execution based on the calculation force load state, the vehicle firstly determines the target distribution calculation force which can be distributed to the candidate control strategy execution by the vehicle based on the calculation force load state, and then selects the target control strategy from a plurality of candidate control strategies according to the target distribution calculation force.

Optionally, the target distributed computing force is less than or equal to a difference between the total computing force of the vehicle and the current computing force load. The current computational load is determined by the computational load state. For example, if the vehicle total calculation is 100% and the current calculation load is 40% (40% representing the percentage of the vehicle that has been used to calculate the vehicle total calculation), the target allocated calculation may be 50% (representing the percentage of the vehicle total calculation that may be allocated to the execution of the candidate control strategy).

Step 204, determining at least one target control strategy supported by the vehicle to execute from the candidate control strategies based on the target allocation calculation forces, wherein the calculation forces required for simultaneously executing the target control strategies are smaller than or equal to the target allocation calculation forces.

Further, after the vehicle determines the target distribution computing force which can be distributed to the execution of the candidate control strategies, at least one target control strategy which is supported to be executed by the vehicle can be determined from the candidate control strategies according to the target distribution computing force, and in order to enable the target distribution computing force to meet the execution requirement of the target control strategies, the computing force required by corresponding to the simultaneous execution of each target control strategy is less than or equal to the target distribution computing force, so that the failure of the execution of the target control strategies caused by insufficient computing force is avoided, and the normal driving of the vehicle is further influenced.

The relation between the target distribution calculation force and the calculation force required by the candidate control strategy mainly comprises the following steps: the target allocation algorithm may support execution of multiple candidate control strategies adapted by the target road segment type; the target allocation algorithm can only support the execution of part of candidate control strategies in the plurality of candidate control strategies adapted to the type of the target road section; the target allocation algorithm cannot support any candidate control strategy execution for the target road segment type. The following examples mainly illustrate these several cases separately.

In one illustrative example, step 204 may include steps 204A-204B.

In step 204A, the target demand computing force required for simultaneously executing the candidate control strategies corresponding to the target road segment types is acquired, and the target demand computing force is different under different target road segment types.

In consideration of the fact that there are a plurality of candidate control strategies for which the target allocation computing force can support the target link type adaptation to be simultaneously executed, in one possible embodiment, when determining the target control strategy supported by the vehicle from among the candidate control strategies based on the target allocation computing force, the target demand computing force required for simultaneously executing the target link type corresponding to each candidate control strategy may be first acquired, the target demand computing force being the sum of the target demand computing forces corresponding to all candidate control strategies for which the target link type is adapted, and the magnitude relation of the target demand computing force and the target allocation computing force may be compared to determine whether the target allocation computing force supports the simultaneous execution of all candidate control strategies.

Taking three candidate control strategies (a first control strategy, a second control strategy and a third control strategy) corresponding to a target road segment type as an example, the candidate demand computing force corresponding to the first control strategy is 5%,5% represents that the computing force required for executing the first control strategy accounts for 5% of the total computing force of the vehicle, the candidate demand computing force required for the second control strategy is 10%,10% represents that the computing force required for executing the second control strategy accounts for 10% of the total computing force of the vehicle, the candidate demand computing force corresponding to the third control strategy is 15%, and 15% represents that the computing force required for executing the third control strategy accounts for 15% of the total computing force of the vehicle; the target demand computing force required to simultaneously execute the target link type corresponding to each candidate control strategy is 30%.

Alternatively, since the candidate control strategies adapted to different target link types are different, the target demand computing force required for simultaneously executing the respective candidate control strategies under the corresponding different target link types is also different.

In step 204B, in the case where the target allocation computing force is greater than or equal to the target demand computing force, each of the corresponding candidate control strategies under the target link type is determined as the target control strategy.

If the target allocation calculation force is greater than or equal to the target demand calculation force, the current remaining calculation force of the vehicle can support executing all candidate control strategies under the target road section type at the same time, and in order to improve redundancy of the vehicle control strategies, each corresponding candidate control strategy under the target road section type is determined to be the target control strategy.

For example, if the target allocation calculation force is 40%, and the target demand calculation force corresponding to the target road segment type is 30%, and 40% is greater than 30%, the corresponding vehicle may simultaneously execute all the candidate control strategies under the target road segment type, that is, simultaneously execute the first control strategy, the second control strategy, and the third control strategy.

In step 204C, in the case where the target allocation computing force is smaller than the target demand computing force, the target control strategy is selected from the respective candidate control strategies corresponding to the target link type based on the target allocation computing force and the candidate demand computing force of the respective candidate control strategies, wherein the number of target control strategies is smaller than the number of candidate control strategies, and the target allocation computing force is the computing force required to execute the single candidate control strategy.

If the target distribution computing force is smaller than the target demand computing force, which means that the current remaining computing force of the vehicle cannot support executing all the candidate control strategies under the target road section type at the same time, in order to avoid that the candidate control strategies are blocked or wrong due to insufficient computing force, when the vehicle determines that the target distribution computing force is smaller than the target demand computing force, a part of candidate control strategies can be selected from the candidate control strategies corresponding to the target road section type as target control strategies further based on the target distribution computing force and the candidate demand computing force of each candidate control strategy. Wherein the candidate demand computing force is a computing force required to execute a single candidate control strategy, and the number of corresponding target control strategies is smaller than the number of candidate control strategies.

For example, if the target allocation calculation force is 20% and the target demand calculation force is 30%, and the target allocation calculation force is smaller than the target demand calculation force, it is not possible to support simultaneous execution of all candidate control strategies under the target road segment type, and it is necessary to screen out part of the candidate control strategies, for example, to determine only the first control strategy (5%) and the second control strategy (10%) as the target control strategy, that is, to execute the first control strategy and the second control strategy simultaneously.

In the case where the target distribution computing force is smaller than the target demand computing force, it is necessary to further compare the magnitude relation between the candidate demand computing force corresponding to each candidate control strategy and the target distribution computing force to screen out the target control strategies supported for execution therefrom. In a possible embodiment, in a case where the candidate demand computing force is less than or equal to the target allocation computing force, the vehicle may select the target control strategy from the candidate control strategies based on the target allocation computing force, the candidate demand computing force, and the control strategy priority corresponding to the target link type, the strategy priority of the target control strategy being higher than the strategy priority of the candidate control strategy.

Under the condition that a plurality of candidate control strategies under a target road section type cannot be executed simultaneously, the vehicle acquires candidate demand computing power of each candidate control strategy under the target road section type, first, a first candidate strategy with the candidate demand computing power smaller than or equal to target distribution computing power is selected from the plurality of candidate control strategies, and under the condition that the number of the first candidate strategies is single, the first candidate strategy is directly determined to be the target control strategy; if the number of the first candidate strategies is a plurality, further judging whether the target allocation calculation force supports simultaneous execution of the plurality of first candidate strategies, and if so, directly determining the plurality of first candidate strategies as target control strategies; if not, selecting a candidate control strategy with higher strategy priority from the plurality of first candidate control strategies according to the control strategy priority corresponding to the target road section type, and determining the candidate control strategy as the target control strategy.

For example, if the target distribution computing force is 20%, the target road segment type corresponds to a first control strategy, a second control strategy and a third control strategy, the candidate demand computing force corresponding to the first control strategy is 5%, the candidate demand computing force required by the second control strategy is 10%, and the candidate demand computing force corresponding to the third control strategy is 15%; the candidate demand computing force of each control strategy is lower than 20%, but the target distribution computing force is only enough to execute the first control strategy and the second control strategy or the first control strategy and the third control strategy simultaneously; the control strategy priorities corresponding to the target road section types (first road section types) are considered as follows: the first control strategy > the second control strategy > the third control strategy, and the first control strategy and the second control strategy are selected as target control strategies correspondingly and preferentially.

Alternatively, there is also a case where the candidate demand computing force of each candidate control strategy is greater than the target distribution computing force, that is, there is no case where the candidate demand computing force is less than or equal to the target distribution computing force, that is, the current vehicle cannot support execution of any candidate control strategy, in order to make it possible to normally control the running of the vehicle and reduce the influence on the current function of the vehicle, in a possible embodiment, in a case where there is no case where the candidate demand computing force is less than or equal to the target distribution computing force, the vehicle first determines the minimum demand computing force among the candidate demand computing forces, and then performs computing force optimization on the vehicle based on the minimum demand computing force, so that the vehicle can support execution of the candidate control strategy of the minimum demand computing force after computing force optimization, and determines the candidate control strategy corresponding to the minimum demand computing force as the target control strategy. Since the minimum required calculation force is closer to the target distribution calculation force, the required released calculation force is less required, and the influence on other functions of the vehicle can be reduced.

For example, if the target distribution computing force is 3%, the target road segment type corresponds to a first control strategy, a second control strategy and a third control strategy, the candidate demand computing force corresponding to the first control strategy is 5%, the candidate demand computing force required by the second control strategy is 10%, and the candidate demand computing force corresponding to the third control strategy is 15%; the candidate demand computing force of each control strategy is higher than 3%, the minimum demand computing force is the computing force demand of the first control strategy, the computing force of the vehicle is optimized correspondingly based on 5% of the candidate computing force demand corresponding to the first control strategy, and the vehicle can support executing the first control strategy after optimization.

Step 205, controlling the vehicle to run based on the output result of the control parameters of the target control strategy.

The implementation of step 205 may refer to other embodiments, and this embodiment is not described herein.

In this embodiment, the calculation force load status indicates the current calculation force used by the vehicle, and the calculation force that the vehicle can allocate for the candidate control strategies needs to be acquired to determine which candidate control strategies are executed. The application also provides a mode of determining the target distribution computing force which can be distributed by the vehicle for executing the candidate control strategies according to the computing force load state, and further determining the target control strategies from the candidate control strategies based on the target distribution computing force, so that the computing force required by executing the target control strategies is smaller than or equal to the target distribution computing force, and the current computing force of the vehicle is ensured to support the smooth execution of each target control strategy.

In order to execute a plurality of candidate control strategies as much as possible under the current calculation power of the vehicle, when selecting a target control strategy, the application preferentially compares the relation between the target demand calculation power and the target distribution calculation power required by simultaneously executing each candidate control strategy under the type of a target road section so as to determine whether the vehicle can currently support to simultaneously execute all the candidate control strategies or only support to simultaneously execute part of the candidate control strategies; under the condition that the current target distribution calculation force allows, a plurality of candidate control strategies are executed simultaneously as much as possible, redundancy of the vehicle control strategies is improved, and the situation that the vehicle control cannot be performed due to failure of executing a single control strategy is avoided.

When selecting part of candidate control strategies from the candidate control strategies based on the target allocation computing force, the application also provides a method for determining the number of the candidate control strategies which can be supported by the target allocation computing force by judging the relation between each candidate demand computing force (the computing force required by the execution of a single candidate control strategy) and the target allocation computing force; if a plurality of candidate control strategies can be supported, selecting a target control strategy according to the control strategy priority; the selected target control strategy can be used for preferentially providing the control strategy which is most suitable for the type of the current target road section on the basis of meeting the current vehicle power calculation state.

Aiming at the situation that the target distribution calculation force cannot support execution of any candidate control strategy, in order to ensure normal control of the vehicle, the application further provides a method for acquiring the minimum demand calculation force in the candidate demand calculation forces, carrying out calculation force optimization on the vehicle based on the minimum demand calculation force, and determining the candidate control strategy corresponding to the minimum demand calculation force as the target control strategy. By executing the candidate control strategy for the minimum demand computing force, the pressure on the vehicle computing force can be reduced, while the impact on other running functions of the vehicle can be minimized.

The application also provides a plurality of ways for determining the calculated load state, so that the calculated load state of the vehicle can be estimated according to the chip load of the intelligent driving control chip, the number of currently-started sensors of the vehicle and the number of currently-started software of the vehicle; and the influence of various factors on the load state of the vehicle is considered, so that the accuracy of determining the current calculated load state of the vehicle is improved.

Because the number of the target control strategies may be multiple, the output results of the control parameters corresponding to the target control strategies may also have multiple sets of candidate control parameters, and only one set of control parameters is needed for controlling the running of the vehicle.

Fig. 3 is a schematic flow chart of another vehicle control method provided by an embodiment of the present application. It should be appreciated that the method may be applied to a vehicle.

Illustratively, as shown in FIG. 3, the method 300 includes:

step 301, a target link type of a traveling link ahead of the vehicle is identified during traveling of the vehicle.

Step 302, under the condition that the type of the target road section corresponds to at least two candidate control strategies, acquiring the current calculated load state of the vehicle.

At step 303, at least one target control strategy that the vehicle supports execution is determined from the candidate control strategies based on the calculated force load status.

The implementation manners of step 301 to step 303 may refer to the above embodiments, and this embodiment is not described herein.

Step 304, under the condition that the control parameter output result of the target control strategy comprises at least two groups of candidate control parameters, the control strategy priority corresponding to the type of the target road section is obtained.

Taking the example that the target road segment type includes a first road segment type, a second road segment type and a third road segment type, the first road segment type corresponds to three candidate control strategies (a first control strategy, a second control strategy and a third control strategy), the second road segment type corresponds to two candidate control strategies (a second control strategy and a third control strategy), and the third road segment type corresponds to one candidate control strategy (a third control strategy). Under the condition that the target road section type is the first road section type and the second road section type, the situation that a plurality of candidate control strategies are executed simultaneously exists, and correspondingly, the situation that a plurality of groups of candidate control parameters are output simultaneously also exists; it is necessary to further determine the target control parameter from among the plurality of sets of candidate control parameters.

Under the first control strategy, the vehicle determines a first control parameter under the first control strategy based on a lane line of a front driving road section; under a second control strategy, the vehicle determines a second control parameter under the second control strategy based on the road curvature output by the vehicle navigation map; under a third control strategy, the vehicle identifies the curvature of the road based on a navigation path map of the vehicle, and determines a third control parameter under the third control strategy; or determining a third control parameter under a third control strategy based on the virtual lane line in the navigation path map of the vehicle.

Fig. 4 is a schematic diagram of a high-power whole vehicle system architecture according to an embodiment of the present application. As shown in fig. 4. Under the condition that the vehicle can support the execution of three candidate control strategies at the same time, the vehicle machine controller 401 receives antenna data sent by the GNSS antenna through the built-in navigation map module so as to acquire the complete navigation path information and the front road curvature information of the vehicle; the intelligent driving controller 402 is configured to receive the sensor module on the vehicle to sense the front road environment information, and the complete navigation path information and the front road curvature information sent by the vehicle controller 401, identify the front road environment information through the built-in road environment identification module, process the front road curvature information through the curvature information fusion module, and process the complete navigation path information through the path information fusion module; and the vehicle planning control module outputs control parameters corresponding to the three control links so as to control the vehicle to run. For example, sending a lateral control request (e.g., a corner request) to a vehicle steering system; transmitting a longitudinal control request (e.g., a braking request) to a vehicle braking system; a longitudinal control request (e.g., a torque request) is sent to a vehicle powertrain. Alternatively, the intelligent driving controller 402 with high power may operate three control parameter output links redundantly at the same time to provide redundant control parameters for the vehicle.

In one illustrative example, the vehicle control strategies corresponding to different target road segment types may be as shown in table one.

List one

As shown in table one, for a normal road section (corresponding to a first road section type), the intelligent driving controller link (3) (corresponding to a first control strategy) can be used for controlling the vehicle, and the intelligent driving controller link (1) (corresponding to a second control strategy) and the intelligent driving controller link (2) (corresponding to a third control strategy) can be used for controlling the vehicle, but the control parameters output by the intelligent driving controller link (3) are preferentially adopted; for a special road section, the navigation has curvature output (corresponding to a second road section type), the intelligent driving control link (1) can be used for controlling the vehicle, the intelligent driving control link (2) can be used for controlling the vehicle, and the control parameters output by the intelligent driving control link (1) are preferentially adopted; and for a special road section and navigation no curvature output (corresponding to a third road section type), only the control parameters output by the intelligent driving control link (2) can be used for vehicle control.

In consideration of the accuracy and timeliness of various candidate control parameters under different target road segment types, corresponding control strategy priorities are set for the different target road segment types respectively. The first policy priority corresponding to the first path segment type is that the policy priority of the first control policy is higher than the policy priority of the second control policy, and the policy priority of the second control policy is higher than the policy priority of the third control policy. The second strategy priority corresponding to the second road section type is that the strategy priority of the second control strategy is higher than the strategy priority of the third control strategy.

In one possible implementation manner, in a case that the control parameter output result of the target control strategy includes multiple sets of candidate control parameters, the vehicle may acquire a control strategy priority corresponding to the type of the target road section, so as to determine a set of target control parameters from the multiple sets of candidate control parameters according to the control strategy priority.

Step 305, determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority.

Further, after the vehicle acquires the control strategy priority corresponding to the type of the target road section, the control parameter output by the candidate control strategy with higher control strategy priority is selected from multiple candidate control parameters according to the control strategy priority and used as the target control to control the vehicle to run.

Illustratively, three candidate control strategies are corresponding with the first segment type: for example, if the first control strategy, the second control strategy, and the third control strategy are used, and the vehicle executes three candidate control strategies simultaneously, the combination of the output multiple sets of control parameters may include four cases: (1) The first control parameter output by the first control strategy, the second control parameter output by the second control strategy and the third control parameter output by the third control strategy; (2) The second control parameter output by the second control strategy+the third control parameter output by the third control strategy; (3) The first control parameter output by the first control strategy and the second control parameter output by the second control strategy; (4) The first control parameter output by the first control strategy+the third control parameter output by the third control strategy; and the first policy priority (first control policy > second control policy > third control policy) corresponding to the first segment type is known: as long as the first parameter output result contains the first control parameter, the first control parameter must be preferentially adopted; in the case where the first control parameter is not included but the second control parameter is included, the second control parameter is preferentially employed.

In order to further determine whether there is an error in the outputted candidate control parameters, it is considered that the candidate control parameters outputted by a plurality of candidate control strategies should be substantially similar under the same travel section. In a possible implementation manner, in a case that the candidate control parameter output result indicates that at least two sets of candidate control parameters are output, a parameter difference value between each candidate control parameter may be determined first, and then whether selection of the target control parameter may be performed according to the control policy priority is determined according to the parameter difference value. Step 305 may also include steps 305A and 305B, corresponding in one illustrative example.

In step 305A, parameter difference values between sets of candidate control parameters are determined.

In step 305B, in case the respective parameter difference value is smaller than the threshold value, a target control parameter is determined from at least two sets of candidate control parameters based on the control strategy priority.

If the candidate control strategies have no abnormality in the process of outputting the candidate control parameters, the candidate control parameters output by the candidate control strategies should be basically similar, if the candidate control parameters have larger differences from other candidate control parameters, the candidate control parameters with calculation errors possibly exist in the candidate control parameters, and the selection of the target control parameters cannot be performed according to the priority of the control strategies in consideration of the control safety of the vehicle. In a possible implementation manner, the vehicle compares the parameter difference values between the candidate control parameters, if the parameter difference values are smaller than the threshold value, the difference between the candidate control parameters is smaller, the candidate control parameters are basically similar, the output process of the candidate control parameters is basically normal, and the corresponding control method can determine the target control parameters from at least two groups of candidate control parameters based on the control strategy priorities corresponding to the types of the target road segments.

Otherwise, optionally, if the difference value of the parameters is greater than the threshold value, it indicates that there is a possibility that some candidate control parameter is calculated wrongly, and if the target control parameter is still selected according to the priority of the control strategy, the wrong target control parameter may be adopted to perform control on the vehicle, thereby threatening the running safety of the vehicle. Therefore, when the vehicle determines that the difference value of the parameters is larger than the threshold value, control prompt information can be displayed so as to prompt a user to control the abnormal parameters through the control prompt information, and the user controls the vehicle; or the user selects the trusted candidate control parameters as target control parameters.

Step 306, controlling the vehicle to run based on the target control parameter.

In this embodiment, in order to avoid that the plurality of sets of candidate control parameters are executed simultaneously to affect normal driving of the vehicle, for the case of outputting the plurality of sets of candidate control parameters; the application also provides a method for selecting the target control parameter from a plurality of groups of candidate control parameters according to the control strategy priority, thereby avoiding the confusion of vehicle control caused by the existence of a plurality of groups of candidate control parameters and further improving the running safety of the vehicle; in addition, the candidate control parameters which are more suitable for the type of the current target road section are preferentially selected to serve as the target control parameters for controlling the vehicle, so that the adaptation degree of the target control parameters and the current running road section can be improved, and the accuracy and the safety of intelligent driving of the vehicle are further improved.

Under the condition of redundant control parameters, errors may exist in the calculation process of certain control parameters, and if only the control strategy priority is adopted to select the target control parameters, the error control parameters may be selected, so that the driving safety is affected. Therefore, the application also provides that whether to directly select the target control parameters according to the priority of the control strategy is determined according to the parameter difference value among the output candidate control parameters; therefore, the situation that the vehicle is controlled by mistake due to the execution error of a single control strategy is avoided, and the safety of the vehicle control is further improved; in addition, under the condition that the parameter difference value is too large, the user can be timely reminded of abnormality, and the driving safety of the vehicle is further improved.

Fig. 5 is a schematic structural diagram of a vehicle control device according to an embodiment of the present application.

Illustratively, as shown in FIG. 5, the apparatus 500 includes:

the identifying module 501 is configured to identify a target link type of a driving link in front of a vehicle during driving of the vehicle.

The obtaining module 502 is configured to obtain a current computing power load state of the vehicle when the target road segment type corresponds to at least two candidate control strategies.

A first determining module 503 is configured to determine at least one target control strategy that the vehicle supports executing from the candidate control strategies based on the calculated power load status.

The control module 504 is configured to control the vehicle to run based on the output result of the control parameter of the target control strategy.

In a possible implementation manner, the first determining module 503 is further configured to: determining, based on the calculated force load status, a target allocated calculated force that the vehicle may allocate for execution of the candidate control strategy; and determining at least one target control strategy which is supported to be executed by the vehicle from the candidate control strategies based on the target distribution calculated force, wherein the calculated force required by simultaneously executing each target control strategy is smaller than or equal to the target distribution calculated force.

In a possible implementation manner, the first determining module 503 is further configured to: acquiring target demand computing forces required by simultaneously executing candidate control strategies corresponding to the target road segment types, wherein the target demand computing forces under different target road segment types are different; under the condition that the target distribution calculated force is greater than or equal to the target demand calculated force, determining each corresponding candidate control strategy under the target road section type as a target control strategy; and selecting the target control strategy from the candidate control strategies corresponding to the target road section type based on the target allocation computing force and the candidate demand computing force of each candidate control strategy under the condition that the target allocation computing force is smaller than the target demand computing force, wherein the candidate demand computing force is the computing force required for executing the single candidate control strategy, and the number of the target control strategies is smaller than the number of the candidate control strategies.

In a possible implementation manner, the first determining module 503 is further configured to: and under the condition that the candidate demand computing force is smaller than or equal to the target distribution computing force, selecting a target control strategy from the candidate control strategies based on the target distribution computing force, the candidate demand computing force and the control strategy priority corresponding to the target road section type, wherein the strategy priority of the target control strategy is higher than that of the candidate control strategy.

In a possible implementation manner, the apparatus further includes: a second determination module for determining a minimum demand computing force among the candidate demand computing forces in a case where there is no candidate demand computing force less than or equal to the target distribution computing force; the optimizing module is used for carrying out calculation force optimization on the vehicle based on the minimum demand calculation force, and the vehicle supports to execute a candidate control strategy corresponding to the minimum demand calculation force after calculation force optimization; the second determining module is further configured to determine a candidate control strategy corresponding to the minimum demand computing force as a target control strategy.

In a possible implementation, the control module 504 is further configured to: under the condition that the control parameter output result of the target control strategy comprises at least two groups of candidate control parameters, acquiring a control strategy priority corresponding to the type of the target road section; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority; based on the target control parameter, the vehicle travel is controlled.

In a possible implementation, the control module 504 is further configured to: determining a parameter difference value between each set of candidate control parameters; determining a target control parameter from at least two sets of candidate control parameters based on the control strategy priority under the condition that the difference value of each parameter is smaller than the threshold value; the apparatus further comprises: the display module is used for displaying control prompt information when the parameter difference value is larger than the threshold value, wherein the control prompt information is used for prompting that the control parameter is abnormal.

In a possible implementation manner, the obtaining module 502 is further configured to: determining a current computational load state of the vehicle based on a chip load of the intelligent driving control chip; determining a current power load state of the vehicle based on a number of currently enabled sensors of the vehicle; the current state of the computing power load of the vehicle is determined based on the amount of software currently enabled by the vehicle.

Illustratively, as shown in FIG. 6, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores executable program code 603, and the processor 602 is configured to invoke and execute the executable program code 603 to perform a vehicle control method.

In addition, the embodiment of the application also protects a device, which can comprise a memory and a processor, wherein executable program codes are stored in the memory, and the processor is used for calling and executing the executable program codes to execute the vehicle control method provided by the embodiment of the application.

In this embodiment, the functional modules of the apparatus may be divided according to the above method example, for example, each functional module may be corresponding to one processing module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.

In the case of dividing the respective function modules by the respective functions, the apparatus may further include an acquisition module, an identification module, a control module, and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.

It should be understood that the apparatus provided in the present embodiment is used to perform one of the vehicle control methods described above, and thus the same effects as those of the implementation method described above can be achieved.

In case of an integrated unit, the apparatus may comprise a processing module, a memory module. Wherein, when the device is applied to a vehicle, the processing module can be used for controlling and managing the action of the vehicle. The memory module may be used to support the vehicle in executing mutual program code, etc.

Wherein the processing module may be a processor or controller that may implement or perform the various exemplary logic blocks, modules and circuits described in connection with this disclosure. A processor may also be a combination of computing functions, e.g., including one or more microprocessors, digital signal processing (digital signal processing, DSP) and microprocessor combinations, etc., and a memory module may be a memory.

In addition, the device provided by the embodiment of the application can be a chip, a component or a module, wherein the chip can comprise a processor and a memory which are connected; the memory is used for storing instructions, and when the processor calls and executes the instructions, the chip can be caused to execute the vehicle control method provided by the embodiment.

The present embodiment also provides a computer-readable storage medium having stored therein computer program code which, when run on a computer, causes the computer to execute the above-described related method steps to implement a vehicle control method provided by the above-described embodiments.

The present embodiment also provides a computer program product which, when run on a computer, causes the computer to perform the above-described related steps to implement a vehicle control method provided by the above-described embodiments.

The apparatus, the computer readable storage medium, the computer program product, or the chip provided in this embodiment are used to execute the corresponding method provided above, and therefore, the advantages achieved by the apparatus, the computer readable storage medium, the computer program product, or the chip can refer to the advantages of the corresponding method provided above, which are not described herein.

It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that the method comprises:

identifying a target road segment type of a road segment traveling ahead of the vehicle during traveling of the vehicle;

acquiring the current calculated force load state of the vehicle under the condition that the target road section type corresponds to at least two candidate control strategies;

determining at least one target control strategy that the vehicle supports to execute from the candidate control strategies based on the calculated force load state;

and controlling the vehicle to run based on the control parameter output result of the target control strategy.

2. The method of claim 1, wherein the determining at least one target control strategy for the vehicle support execution from the candidate control strategies based on the calculated force load state comprises:

Determining, based on the calculated force load status, a target allocated calculated force that the vehicle may allocate for execution of the candidate control strategy;

and determining at least one target control strategy supported by the vehicle to execute from the candidate control strategies based on the target distribution computing force, wherein the computing force required by simultaneously executing each target control strategy is smaller than or equal to the target distribution computing force.

3. The method of claim 2, wherein the determining at least one of the target control strategies that the vehicle supports executing from the candidate control strategies based on the target distribution computing force comprises:

acquiring target demand computing forces required by simultaneously executing the candidate control strategies corresponding to the target road segment types, wherein the target demand computing forces under different target road segment types are different;

when the target allocation calculated force is greater than or equal to the target demand calculated force, determining each corresponding candidate control strategy under the target road section type as the target control strategy;

and selecting the target control strategy from the candidate control strategies corresponding to the target road segment type based on the target allocation computing force and the candidate demand computing force of the candidate control strategies when the target allocation computing force is smaller than the target demand computing force, wherein the candidate demand computing force is the computing force required for executing the single candidate control strategy, and the number of the target control strategies is smaller than the number of the candidate control strategies.

4. The method of claim 3, wherein the selecting the target control strategy from the respective candidate control strategies corresponding to the target link type based on the target allocation calculation force and the candidate demand calculation force of the respective candidate control strategies comprises:

and when the candidate demand computing force is smaller than or equal to the target distribution computing force, selecting the target control strategy from the candidate control strategies based on the target distribution computing force, the candidate demand computing force and the control strategy priority corresponding to the target road section type, wherein the strategy priority of the target control strategy is higher than that of the candidate control strategy.

5. A method according to claim 3, characterized in that the method further comprises:

determining a minimum demand computing force among the candidate demand computing forces in the absence of the candidate demand computing force being less than or equal to the target distribution computing force;

performing calculation force optimization on the vehicle based on the minimum required calculation force, wherein the vehicle supports execution of a candidate control strategy corresponding to the minimum required calculation force after the calculation force optimization;

and determining the candidate control strategy corresponding to the minimum demand computing force as the target control strategy.

6. The method according to any one of claims 1 to 5, wherein the outputting of the result based on the control parameter of the target control strategy, controlling the vehicle to travel, includes:

under the condition that the control parameter output result of the target control strategy comprises at least two groups of candidate control parameters, acquiring a control strategy priority corresponding to the type of the target road section;

determining a target control parameter from at least two sets of the candidate control parameters based on the control strategy priority;

and controlling the vehicle to run based on the target control parameter.

7. The method of claim 6, wherein determining a target control parameter from at least two sets of the candidate control parameters based on the control strategy priorities comprises:

determining parameter difference values among the candidate control parameters;

determining the target control parameter from at least two sets of candidate control parameters based on the control strategy priority under the condition that each parameter difference value is smaller than a threshold value;

the method further comprises the steps of:

and displaying control prompt information when the parameter difference value is larger than the threshold value, wherein the control prompt information is used for prompting that the control parameter is abnormal.

8. The method of any one of claims 1 to 5, wherein said obtaining a current state of a calculated force load of the vehicle comprises at least one of:

determining the current power calculation load state of the vehicle based on the chip load of the intelligent driving control chip;

determining the current state of the calculated force load of the vehicle based on a number of sensors currently enabled by the vehicle;

the current state of the calculated force load of the vehicle is determined based on the amount of software currently enabled by the vehicle.

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

the identifying module is used for identifying the type of a target road section of the road section running in front of the vehicle in the running process of the vehicle;

the acquisition module is used for acquiring the current calculation force load state of the vehicle under the condition that the target road section type corresponds to at least two candidate control strategies;

a first determining module configured to determine at least one target control strategy that the vehicle supports to execute from the candidate control strategies based on the calculated power load state;

and the control module is used for outputting a result based on the control parameters of the target control strategy and controlling the vehicle to run.

10. A vehicle, characterized in that the vehicle comprises:

a memory for storing executable program code;

a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of any one of claims 1 to 8.