WO2024066588A1

WO2024066588A1 - Vehicle control method and related apparatus

Info

Publication number: WO2024066588A1
Application number: PCT/CN2023/104286
Authority: WO
Inventors: 徐永国; 夏永俊; 徐哲; 彭治方
Original assignee: 华为技术有限公司
Priority date: 2022-09-30
Filing date: 2023-06-29
Publication date: 2024-04-04
Also published as: CN117873050A

Abstract

A vehicle control method and a related apparatus, which are applied to the technical field of intelligent driving. The method comprises: a first device determines a first region, wherein the first region is an edge region of a second region; and the first device sends first information to a second device, wherein the first information is used for instructing the second device to move according to a first path, the first path comprises a motion trajectory of the second device between the current position and a first position, and the first position is located in the first region. According to the method, a motion trajectory comprised in a planned path every time sent to the second device by the first device is within a risk-free region, and after risk points within a risk region are eliminated, a motion trajectory comprised in a next planned path sent to the second device is still within the risk-free region, so that the motion trajectory of the second device throughout the process is always within the risk-free region, a collision accident can be avoided, and the vehicle driving safety is improved.

Description

A vehicle control method and related device

This application claims the priority of the Chinese patent application filed with the China Patent Office on September 30, 2022, with application number 202211214462.4 and application name “A vehicle control method and related device”, the entire contents of which are incorporated by reference in this application.

Technical Field

The present application relates to the field of intelligent driving technology, and in particular to a vehicle control method and related devices.

Background technique

With the continuous development of intelligent driving technology, the application of smart cars in people's daily life is becoming more and more extensive. In the application scenario of multi-vehicle autonomous driving, due to the large number of vehicles, it is easy to cause road congestion or even deadlock. If each vehicle fails to perceive the movement trajectory of other vehicles in time, a slight error will cause a collision accident, seriously affecting driving safety. Therefore, it is necessary to accurately plan the path of the vehicle to avoid collision accidents and ensure vehicle driving safety.

At present, the vehicle control method is usually adopted to calculate the vehicle's movement trajectory in real time on the cloud and issue a parking instruction to the vehicle in time according to the vehicle's movement trajectory to avoid collision accidents. However, the current vehicle control method still needs to be improved in terms of the effectiveness of ensuring vehicle driving safety.

Summary of the invention

The embodiments of the present application provide a vehicle control method and related devices, which can improve the driving safety of the vehicle.

In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

The first device generates first information, and the first information is used to indicate the movement of the second device along a first path and/or a first position, the first path includes a movement trajectory of the second device between a current position and the first position, the first position is located in a first area, and the first area is an edge area of the second area.

In an embodiment of the present application, a vehicle control method is provided, which is applied to the field of intelligent driving technology. After the first device generates the first information, it sends the first information to the second device. The first information is used to instruct the second device to move from the current position to the first position along the first path, and the first position is located in the first area. The first information can also be used to indicate the first position. The second device moves to the first position according to its own automatic driving algorithm, and the first position is located in the first area. Among them, the first area determined by the first device is a risk edge area. By setting the first position in the first area, the first device can make the motion trajectory included in the first path sent to the second device located in the risk-free area, so that the motion trajectory of the second device between the current position and the first position is in the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, before the first device generates the first information, the method further includes:

The first device determines the first area.

In a possible implementation, the first area and the second area do not overlap, the driving risk in the first area is lower than the driving risk in the second area, and the second area is an area that the movement trajectory of the second device is to pass through.

In an embodiment of the present application, a possible specific implementation of the first area is provided, specifically, the driving risk in the first area is lower than the driving risk in the second area, for example, the second area is a risk area, the first area is a risk edge area, the first area and the second area do not overlap, and the second area is the area to be passed by the motion trajectory of the second device. Through the embodiment of the present application, in the scenario where the motion trajectory of the second device is to pass through the second area, the end position of the motion trajectory of the second device can be set in the first area, so that the motion trajectory of the second device is within the risk-free area. After the risk points in the second area are clearly eliminated, the second device continues to move through the second area, so that the motion trajectory of the second device is always within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, the first information includes information of the first path.

In the embodiment of the present application, a possible specific implementation of the first information is provided, specifically, the first information includes information of the first path. Through the embodiment of the present application, the second device can move from the current position to the first position according to the instruction of the first information and the first path included in the first information, so that the movement trajectory of the second device is within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation, the method further includes:

When the distance between the second device and the first position is less than a preset distance, the first device sends second information to the second device, and the second information is used to indicate that the second device moves along a second path and/or a second position, the second path includes a movement trajectory of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area.

In a possible embodiment, the method further includes:

The first device determines that the distance between the second device and the first location is less than a preset distance.

In an embodiment of the present application, a possible specific implementation method for sending the second information is provided, specifically, the first device determines that the distance between the second device and the first position is less than the preset distance, and sends the second information to the second device. Among them, the preset distance in the embodiment of the present application is not a fixed value, and can be adjusted according to different application scenarios. The distance between the second device and the first position is less than the preset distance, which can be understood as the position of the second device is close to the first position, and can also be understood as the second device is located at the first position. The second information is used to indicate that the second device moves from the first position to the second position according to the second path, and the second position is located in the third area. The second information can also be used to indicate the second position, and the second device moves to the second position according to its own automatic driving algorithm, and the second position is located in the third area. Among them, the third area is the edge area of the fourth area, and the third area determined by the first device is a risk edge area. The first device can make the motion trajectory included in the second path sent to the second device located in the risk-free area by setting the second position in the third area. Through the embodiments of the present application, when the first device determines that the distance between the second device and the first position is less than the preset distance, the first device sends the second information to the second device, so that the motion trajectory included in the second path indicated by the second information is valid within the risk-free area, thereby making the motion trajectory of the second device within the risk-free area throughout the entire process, avoiding collision accidents and improving vehicle driving safety.

In a possible implementation manner, before the first device sends the second information to the second device, the method further includes:

The first device determines the third area.

In a possible implementation, the third area and the fourth area do not overlap, the driving risk in the third area is lower than the driving risk in the fourth area, and the fourth area is an area where the motion trajectory of the second device is to pass through.

In an embodiment of the present application, a possible specific implementation of the third area is provided, specifically, the driving risk in the third area is lower than the driving risk in the fourth area, for example, the fourth area is a risk area, the third area is a risk edge area, the third area and the fourth area do not overlap, and the fourth area is the area to be passed by the motion trajectory of the second device. Through the embodiment of the present application, in the scenario where the motion trajectory of the second device is to pass through the fourth area, the end position of the motion trajectory of the second device can be set in the third area, so that the motion trajectory of the second device is in the risk-free area. After the risk points in the fourth area are clearly eliminated, the second device continues to move through the fourth area, so that the motion trajectory of the second device is always in the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, the second information includes information of the second path.

In the embodiment of the present application, a possible specific implementation of the second information is provided, specifically, the second information includes information of the second path. Through the embodiment of the present application, the second device can move from the first position to the second position according to the instruction of the second information and the second path included in the second information, so that the movement trajectory of the second device is within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, the first device sending the second information to the second device includes:

When the second area satisfies a first condition, the first device sends the second information to the second device, where the first condition includes that a third device in the second area leaves the second area within a preset time.

In an embodiment of the present application, a possible specific implementation method of sending the second information is provided, specifically, in addition to the first device determining that the distance between the second device and the first position is less than the preset distance, the second area also satisfies the first condition, in which case the first device sends the second information to the second device. Among them, the preset distance in the embodiment of the present application is not a fixed value, and can be adjusted according to different application scenarios. The distance between the second device and the first position is less than the preset distance, which can be understood as the position of the second device is close to the first position, and can also be understood as the second device is located at the first position. The first condition includes but is not limited to the third device in the second area leaving the second area within a preset time, indicating that there is a device in the second area that can leave the risk area within a preset time, and it can be clear that one or more risk points in the risk area have been eliminated. The preset time in the embodiment of the present application is not a fixed value, and can be adjusted according to different application scenarios. The second information is used to indicate that the second device moves from the first position to the second position along the second path, the second position is located in the third area, the third area is the edge area of the fourth area, and the third area determined by the first device is a risk edge area. The first device sets the second position in the third area, so that the motion trajectory included in the second path sent to the second device is located in the risk-free area. Through the embodiment of the present application, after the first device has clearly eliminated the risk points in the second area, it sends the second information to the second device, and the second device then moves from the first position to the second position along the second path. Even if the movement trajectory may pass through the second area, it can ensure that the movement trajectory of the second device is always within the risk-free area, thereby avoiding collision accidents and improving vehicle driving safety.

In a possible implementation manner, a movement trajectory of the second device between the first position and the second position passes through the second area.

In an embodiment of the present application, a possible specific implementation of the motion trajectory of the second device between the first position and the second position is provided, specifically, the motion trajectory of the second device between the first position and the second position passes through the second area. In the scenario where the motion trajectory of the second device between the first position and the second position passes through the second area, the first device sends the second information to the second device after the risk points in the second area are clearly eliminated, which can ensure that the motion trajectory of the second device is always in the risk-free area, avoid collision accidents, and improve vehicle driving safety.

The first device sends the second information to the second device before the second device arrives at the first location.

In a possible implementation manner, the distance between the second device and the first position is less than a preset distance, including: before the second device reaches the first position.

In an embodiment of the present application, a possible specific implementation method for sending the second information is provided, specifically, the first device sends the second information to the second device before the second device arrives at the first position. Through the embodiment of the present application, the first device can send the second information in time before the second device arrives at the first position, so that when the risk point in the second area has been eliminated, the second device can move seamlessly along the motion trajectory included in the first path and the motion trajectory included in the second path without stopping, and even smoothly pass through the second area without slowing down, which not only ensures the driving safety of the vehicle, but also allows the vehicle to quickly pass through the second area where the risk point has been eliminated.

In a possible implementation manner, the movement trajectory of the second device between the first position and the second position included in the second path is associated with the movement trajectory of the fourth device in the second area.

In an embodiment of the present application, a possible specific implementation of the motion trajectory of the second device included in the second path is provided, specifically, the motion trajectory of the second device included in the second path between the first position and the second position is associated with the motion trajectory of the fourth device in the second area, and the fourth device can be the same device as the third device, or it can be a different device from the third device. When the fourth device and the third device are the same device, it can be understood that the second device can pass through the second area along the motion trajectory of the third device leaving the second area within a preset time; when the fourth device and the third device are different devices, it can be understood that the second device can pass through the second area along the motion trajectory of the fourth device in the second area, so that even in the scenario of network interruption and device sensor failure, the probability of a collision accident with the second device can be greatly reduced, which not only ensures the driving safety of the vehicle, but also allows the vehicle to quickly pass through the second area where the risk point has been eliminated.

In a possible implementation manner, when the second device moves from the first position to the second position, an outline of the second device does not overlap an outline of the fourth device.

In an embodiment of the present application, a possible specific implementation of the outline of the second device is provided, specifically, when the second device moves from the first position to the second position, the outline of the second device does not overlap with the outline of the fourth device. Through the embodiment of the present application, when the second device passes through the second area along the movement trajectory of the fourth device in the second area, the outline of the second device does not overlap with the outline of the fourth device, indicating that the second device always maintains a safe distance from the fourth device. Even if there is an abnormality in the second device and/or the fourth device, the response time of the second device can be within a shorter time control error range, reducing the possibility of a collision between the second device and the fourth device, achieving non-collision following of the second device, avoiding collision accidents, and improving vehicle driving safety.

In a possible implementation, the method further includes:

Receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and without receiving the third information, and the third information is used to indicate the movement trajectory of the second device.

In a possible implementation manner, the fourth information and the first information are the same information.

In an embodiment of the present application, a possible specific implementation of the first information is provided, specifically, the first information is also used to indicate that before the second device reaches the first position and has not received the third information, the second device stops moving at the first position, or stops moving before reaching the first position, wherein the third information is used to indicate the movement trajectory of the second device, and the third information may be the same information as the above-mentioned second information, used to indicate that the second device moves from the first position to the second position along the second path, and the third information may also be information different from the above-mentioned second information, used to indicate that the second device moves from the first position to the third position along the third path. Through the embodiment of the present application, when the second device does not receive the third information, it indicates that the risk point in the second area has not been eliminated, and there is a driving safety risk in the second area. At this time, the first information is also used to indicate that the second device stops moving at the first position, or stops moving before reaching the first position, which can timely prevent the second device from entering the risk area to move, avoid collision accidents, and improve vehicle driving safety.

In a possible implementation manner, the second area and/or the fourth area includes at least one of the following:

The area where static objects are located, the area corresponding to the motion trajectory of other devices except the second device, the area where the preset road section is located, and the area corresponding to the device used to perform the operation.

In an embodiment of the present application, a possible specific implementation of the second area and/or the fourth area is provided, specifically, the second area and/or the fourth area includes but is not limited to the area where the static object is located, the area corresponding to the motion trajectory of other devices except the second device, the area where the preset road section is located, and one or more areas of the area corresponding to the device used to perform the operation. Among them, the area where the static object is located includes but is not limited to the area where the obstacle is located, the area corresponding to the motion trajectory of other devices except the second device includes but is not limited to the area of the motion trajectory of other vehicles, the area where the preset road section is located includes but is not limited to the area at the intersection or a certain distance close to the intersection, the area where the road change section is located, the area where the construction section is located, etc., and the area corresponding to the device used to perform the operation includes but is not limited to the area where the vehicle used to perform construction, duty and other operations is located.

In a possible implementation manner, determining the first area includes:

The first device marks the risk area on the map, and determines an edge area of the risk area as the first area.

In an embodiment of the present application, a possible specific implementation method for determining the first area is provided, specifically, risk areas or areas where risks may exist on a map are identified and marked, and the edge area of the risk area is determined as the first area. This can achieve security-based identification and marking of complex areas or uncertain areas, simplify control complexity, and improve the security of the motion trajectory sent to the second device.

In a second aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

The second device receives first information sent by the first device, where the first information is used to indicate that the second device moves along a first path and/or a first position, where the first path includes a movement track of the second device between a current position and the first position, and the first position is located in a first area, which is an edge area of the second area;

The second device moves along the first path, and/or the second device moves toward the first position.

In an embodiment of the present application, a vehicle control method is provided, which is applied to the field of intelligent driving technology. After the second device receives the first information sent by the first device, it moves along the first path according to the instruction of the first information. The first information is used to instruct the second device to move from the current position to the first position along the first path, and the first position is located in the first area. The first information can also be used to indicate the first position, and the second device moves to the first position according to its own automatic driving algorithm, and the first position is located in the first area. The first area determined by the first device is a risk edge area. By setting the first position in the first area, the first device can make the motion trajectory included in the first path sent to the second device located in the risk-free area, so that the motion trajectory of the second device between the current position and the first position is in the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, the distance between the second device and the first position is less than a preset distance; and the method further includes:

The second device receives second information sent by the first device, where the second information is used to indicate that the second device moves along a second path and/or a second position, where the second path includes a movement track of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area;

The second device moves along the second path, and/or the second device moves to the second position.

In an embodiment of the present application, a possible specific implementation method of sending the second information is provided, specifically, in a scenario where the distance between the second device and the first position is less than the preset distance, the second device receives the second information sent by the first device, and moves along the second path according to the instruction of the second information. Wherein, the preset distance in the embodiment of the present application is not a fixed value, and can be adjusted according to different application scenarios. The distance between the second device and the first position is less than the preset distance, which can be understood as the position of the second device is close to the first position, or it can be understood as the second device is located at the first position. The second information is used to indicate that the second device moves from the first position to the second position according to the second path, and the second position is located in the third area. The second information can also be used to indicate the second position, and the second device moves to the second position according to its own automatic driving algorithm, and the second position is located in the third area. Wherein, the third area is the edge area of the fourth area, and the third area determined by the first device is a risk edge area. By setting the second position in the third area, the first device can make the motion trajectory included in the second path sent to the second device be located in the risk-free area. Through the embodiments of the present application, in a scenario where the distance between the second device and the first position is less than a preset distance, the second device receives the second information sent by the first device, so that the motion trajectory included in the second path indicated by the second information is valid within the risk-free area, thereby making the motion trajectory of the second device remain within the risk-free area throughout the entire process, thereby avoiding collision accidents and improving vehicle driving safety.

In the embodiment of the present application, a possible specific implementation of the third area is provided, specifically, the driving risk in the third area is low. Driving risk in the fourth area, for example, the fourth area is a risk area, the third area is a risk edge area, the third area and the fourth area do not overlap, and the fourth area is the area to be passed by the motion trajectory of the second device. Through the embodiment of the present application, in the scenario where the motion trajectory of the second device is to pass through the fourth area, the end position of the motion trajectory of the second device can be set within the third area, so that the motion trajectory of the second device is within the risk-free area. After the risk points in the fourth area are clearly eliminated, the second device continues to move through the fourth area, so that the motion trajectory of the second device is always within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible implementation manner, the second area satisfies a first condition, where the first condition includes that a third device in the second area leaves the second area within a preset time.

In an embodiment of the present application, a possible specific implementation of the second area is provided, specifically, the second area satisfies the first condition, and the first condition includes but is not limited to the third device in the second area leaving the second area within a preset time, indicating that there is a device in the second area that can leave the risk area within the preset time, and it can be clearly stated that one or more risk points in the risk area have been eliminated. The preset time in the embodiment of the present application is not a fixed value and can be adjusted according to different application scenarios. Through the embodiment of the present application, in addition to the first device determining that the distance between the second device and the first position is less than the preset distance, the second area also satisfies the first condition. In this case, the second device receives the second information sent by the first device, and the second information is used to indicate that the second device moves from the first position to the second position along the second path. The second position is located in the third area, and the third area is the edge area of the fourth area. In addition, the first device determines that the third area is a risk edge area. By setting the second position in the third area, the first device can make the motion trajectory included in the second path sent to the second device located in the risk-free area. Through the embodiment of the present application, after the first device has clearly eliminated the risk points in the second area, it sends the second information to the second device, and the second device then moves from the first position to the second position along the second path. Even if the movement trajectory may pass through the second area, it can ensure that the movement trajectory of the second device is always within the risk-free area, thereby avoiding collision accidents and improving vehicle driving safety.

In an embodiment of the present application, a possible specific implementation of the motion trajectory of the second device between the first position and the second position is provided, specifically, the motion trajectory of the second device between the first position and the second position passes through the second area. In the scenario where the first device sends the second information to the second device after the risk points in the second area are eliminated, even if the motion trajectory of the second device between the first position and the second position passes through the second area, it can be ensured that the motion trajectory of the second device is always in the risk-free area, avoiding collision accidents and improving vehicle driving safety.

In a possible implementation manner, the second device receiving the second information sent by the first device includes:

Before arriving at the first location, the second device receives the second information sent by the first device.

In an embodiment of the present application, a possible specific implementation method for receiving the second information is provided, specifically, the second device receives the second information sent by the first device to the second device before arriving at the first position. Through the embodiment of the present application, the first device can send the second information in time before the second device arrives at the first position, so that when the risk point in the second area has been eliminated, the second device can move seamlessly along the motion trajectory included in the first path and the motion trajectory included in the second path without stopping, and even smoothly pass through the second area without slowing down, which not only ensures the driving safety of the vehicle, but also allows the vehicle to quickly pass through the second area where the risk point has been eliminated.

In an embodiment of the present application, a possible specific implementation of the outline of the second device is provided, specifically, when the second device moves from the first position to the second position, the outline of the second device does not overlap with the outline of the fourth device. Through the embodiment of the present application, when the second device passes through the second area along the movement trajectory of the fourth device in the second area, the outline of the second device does not overlap with the outline of the fourth device, indicating that the second device always maintains a safe distance from the fourth device. Even if there is an abnormality in the second device and/or the fourth device, the response time of the second device can be within a shorter time control error range, reducing the possibility of collision between the second device and the fourth device, achieving collision-free following of the second device, avoiding collision accidents, and improving vehicle driving safety.

In a possible implementation, the method further includes:

Receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and without receiving the third information, and the third information is used to indicate a movement trajectory of the second device.

In a possible implementation, the method further includes:

The second device displays at least one of the following: the first path, the second path, the first area, the second area, the third area, and the fourth area.

In an embodiment of the present application, a display method is provided, specifically, the second device can display the planned path sent by the first device to the second device, the risk area, risk edge area, risk-free area, etc. around the second device. For example, the second device can display at least one of the following: the first path, the second path, the first area, the second area, the third area, the fourth area, and so on. Through the embodiment of the present application, the second device displays the planned path sent by the first device, the risk area, risk edge area, risk-free area, etc. around the second device to the user, so that the user can understand the movement of the second device and the surrounding environment, so as to take over the control of the second device at any time.

In a third aspect, an embodiment of the present application provides a vehicle control device, which includes a module or unit for executing any method as described in any one of the first to second aspects.

In one possible design, the apparatus includes:

a processing unit, configured to generate first information, wherein the first information is used to indicate that the second device moves along a first path and/or a first position, wherein the first path includes a movement track of the second device between a current position and the first position, and the first position is located in a first area, and the first area is an edge area of the second area;

A transceiver unit is used to send the first information to the second device.

In a possible implementation manner, the processing unit is further configured to determine the first area.

In a possible implementation manner, the first area and the second area do not overlap, the driving risk in the first area is lower than the driving risk in the second area, and the second area is an area to be passed by the motion trajectory of the second device.

In a possible embodiment, the transceiver unit is also used to send second information to the second device when the distance between the second device and the first position is less than a preset distance, and the second information is used to indicate that the second device moves along a second path and/or a second position, and the second path includes a movement trajectory of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area.

In a possible implementation, the processing unit is further configured to determine that the distance between the second device and the first location is less than a preset distance.

In a possible implementation manner, the processing unit is further configured to determine the third area.

In a possible implementation, the transceiver unit is further configured to send the second information to the second device when the second area satisfies a first condition, where the first condition includes that a third device in the second area leaves the second area within a preset time.

In a possible implementation manner, the transceiver unit is further configured to send the second information to the second device before the second device reaches the first location.

In a possible embodiment, the transceiver unit is also used to receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and has not received the third information, and the third information is used to indicate the movement trajectory of the second device.

In a possible implementation manner, the processing unit is further configured to mark the risk area on the map, and determine an edge area of the risk area as the first area.

Regarding the technical effects brought about by the third aspect and any possible implementation method, reference may be made to the introduction of the technical effects corresponding to the first aspect and the corresponding implementation methods.

In another possible design, the device includes:

a transceiver unit, configured to receive first information sent by a first device, wherein the first information is used to indicate that the vehicle control device moves along a first path and/or a first position, wherein the first path includes a movement track of the vehicle control device between a current position and a first position, and the first position is located in a first area, and the first area is an edge area of a second area;

A processing unit is configured to move along the first path and/or to move toward the first position.

In a possible implementation manner, the first area and the second area do not overlap, the driving risk in the first area is lower than the driving risk in the second area, and the second area is an area to be passed by the motion trajectory of the vehicle control device.

In a possible implementation manner, the distance between the vehicle control device and the first position is less than a preset distance;

The transceiver unit is further used to receive second information sent by the first device, the second information is used to indicate that the vehicle control device moves along a second path and/or a second position, the second path includes a movement trajectory of the vehicle control device between the first position and the second position, the second position is located in a third area, and the third area is an edge area of the fourth area;

The processing unit is further configured to move along the second path and/or to move toward the second position.

In a possible implementation manner, the third area and the fourth area do not overlap, the driving risk in the third area is lower than the driving risk in the fourth area, and the fourth area is an area where the motion trajectory of the vehicle control device is to pass through.

In a possible implementation manner, a movement trajectory of the vehicle control device between the first position and the second position passes through the second area.

In a possible implementation manner, the transceiver unit is further configured to receive the second information sent by the first device before the vehicle control device reaches the first position.

In a possible implementation manner, the distance between the vehicle control device and the first position is less than a preset distance, including: before the vehicle control device reaches the first position.

In a possible implementation manner, the movement trajectory of the vehicle control device between the first position and the second position included in the second path is associated with the movement trajectory of the fourth device in the second area.

In a possible implementation manner, when the vehicle control device moves from the first position to the second position, the outline of the vehicle control device does not overlap with the outline of the fourth device.

In a possible implementation, the transceiver unit is further used to receive fourth information, where the fourth information is used to indicate that the vehicle control device stops moving at the first position or stops moving before reaching the first position before the vehicle control device reaches the first position and has not received the third information, and the third information is used to indicate the movement trajectory of the vehicle control device.

The area where static objects are located, the area corresponding to the motion trajectory of other equipment except the vehicle control device, the area where the preset road section is located, and the area corresponding to the equipment used to perform the operation.

In a possible implementation, the processing unit is further used to control display of at least one of the following: the first path, the second path, the first area, the second area, the third area, and the fourth area.

Regarding the technical effects brought about by the third aspect and any possible implementation method, reference may be made to the introduction of the technical effects corresponding to the second aspect and the corresponding implementation methods.

In a fourth aspect, an embodiment of the present application provides an electronic device, the electronic device comprising a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the method of any aspect of the first to second aspects and any possible implementation method described above. Optionally, the electronic device also includes a memory. Optionally, the electronic device also includes a communication interface, and the processor is coupled to the communication interface.

In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program (also referred to as code, or instructions); when the computer program is run on a computer, the method of any one of the first to second aspects above and any possible implementation method is implemented.

In a sixth aspect, an embodiment of the present application provides a computer program product, which includes: a computer program (also referred to as code, or instructions); when the computer program is executed, it enables a computer to execute any one of the first to second aspects above and any possible implementation method.

In a seventh aspect, an embodiment of the present application provides a chip, the chip including a processor, the processor being used to execute instructions, when the processor executes the instructions, the chip executes the method as described in any one of the first aspect to the second aspect and any possible implementation method. Optionally, the chip also includes a communication interface, the communication interface being used to receive or send signals.

In an eighth aspect, an embodiment of the present application provides a vehicle end, which includes at least one vehicle control device as described in the third aspect, or the electronic device as described in the fourth aspect, or the chip as described in the seventh aspect.

In a ninth aspect, an embodiment of the present application provides a system, comprising a vehicle end and at least one vehicle control device as described in the third aspect, or the electronic device as described in the fourth aspect, or the chip as described in the seventh aspect.

In addition, in the process of executing the method described in any aspect of the first aspect to the second aspect and any possible implementation method, the process of sending information and/or receiving information in the above method can be understood as a process in which the processor outputs information, and/or a process in which the processor receives input information. When outputting information, the processor can output the information to the transceiver (or communication interface, or sending module) so that it can be transmitted by the transceiver. After the information is output by the processor, it may also need to be processed in other ways before it reaches the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or sending module) receives the information and inputs it into the processor. Furthermore, after the transceiver receives the information, the information may need to be processed in other ways before it is input into the processor.

Based on the above principle, for example, the sending information mentioned in the above method can be understood as the processor outputting information. For another example, the receiving information can be understood as the processor receiving input information.

Optionally, for the operations of transmitting, sending and receiving involved in the processor, if there is no special explanation, or if they do not conflict with their actual functions or internal logic in the relevant descriptions, they can be more generally understood as operations such as processor output, reception and input.

Optionally, in the process of executing the method described in any aspect of the first aspect to the second aspect and any possible implementation method, the processor may be a processor specifically used to execute these methods, or a processor that executes these methods by executing computer instructions in a memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as a read-only memory (ROM), which may be integrated with the processor on the same chip or may be separately arranged on different chips. The embodiment of the present application does not limit the type of memory and the arrangement of the memory and the processor.

In a possible implementation manner, the at least one memory is located outside the device.

In yet another possible implementation, the at least one memory is located within the device.

In another possible implementation, part of the at least one memory is located inside the device, and another part of the memory is located outside the device.

In the present application, the processor and the memory may also be integrated into one device, that is, the processor and the memory may also be integrated together.

In the embodiment of the present application, the motion trajectory included in the planned path sent by the first device to the second device each time is within the risk-free area. After the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby ensuring that the motion trajectory of the second device is always within the risk-free area, thereby avoiding collision accidents and improving vehicle driving safety.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

FIG1 is a schematic diagram of a scenario of a vehicle-cloud collaborative communication system provided in an embodiment of the present application;

FIG2 is a schematic diagram of the architecture of a vehicle-cloud collaborative communication system provided in an embodiment of the present application;

FIG3 is a schematic diagram of a flow chart of a vehicle control method provided in an embodiment of the present application;

FIG4 is a schematic diagram of a flow chart of another vehicle control method provided in an embodiment of the present application;

FIG5A is a schematic diagram of a vehicle-cloud collaboration scenario provided by an embodiment of the present application;

FIG5B is a schematic diagram of a risk area division provided in an embodiment of the present application;

FIG6 is a schematic diagram of a vehicle-cloud collaboration scenario provided by an embodiment of the present application;

FIG7 is a schematic diagram of a vehicle-cloud collaboration scenario provided by an embodiment of the present application;

FIG8 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

FIG9 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

FIG. 10 is a schematic diagram of the structure of a chip provided in an embodiment of the present application.

Detailed ways

In order to make the objectives, technical solutions and advantages of the present application clearer, the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

The terms "first" and "second" in the specification, claims and drawings of this application are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units that are not listed, or may optionally include other steps or units that are inherent to these processes, methods, products or devices.

The "embodiment" mentioned in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It can be explicitly and implicitly understood by those skilled in the art that in the various embodiments of the present application, if there is no special explanation and logical conflict, the terms and/or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

It should be understood that in the present application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three and more than three, and "and/or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and/or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character "/" generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c, It can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

The method provided in the present application can be applied to various communication systems, for example, the Internet of Things (IoT) system, the narrowband Internet of Things (NB-IoT) system, the long term evolution (LTE) system, the fifth-generation (5G) communication system, and new communication systems (such as 6G) that will emerge in the future development of communications.

The technical solution provided in the present application can also be applied to machine type communication (MTC), long term evolution-machine (LTE-M), device-to-device (D2D) network, machine-to-machine (M2M) network, Internet of Things (IoT) network or other networks. Among them, IoT network can include vehicle networking, for example. Among them, the communication mode in the vehicle networking system is collectively referred to as vehicle-to-everything (V2X, X can represent anything), for example, the V2X can include: vehicle-to-vehicle (V2V) communication, vehicle-to-infrastructure (V2I) communication, vehicle-to-pedestrian (V2P) communication or vehicle-to-network (V2N) communication, etc.

For example, in FIG. 1 shown below, terminal devices can communicate with each other through V2X technology.

Please refer to Figure 1, which is a scenario diagram of a vehicle-cloud collaborative communication system provided in an embodiment of the present application.

As shown in FIG1 , the communication system includes a vehicle and a server, which may be a cloud, and the cloud may include a cloud server and/or a cloud virtual machine. The server may communicate with the vehicle to provide the vehicle with a variety of services, such as over the air (OTA) service, high-precision map service, autonomous driving or assisted driving service, etc.

For example, in the over-the-air (OTA) service, the software manager can upload the software to the cloud, and the vehicle can automatically or by the user choose to download the software from the cloud to update the local software, thereby achieving a functional upgrade or functional update of the local vehicle system. For example, the vehicle's infotainment system can be upgraded through OTA, and the vehicle's electronic control unit (ECU) can be upgraded through OTA, and the vehicle's performance can be upgraded through the upgrade of the ECU; for another example, the vehicle's suspension system can be adjusted through OTA upgrades to provide users with a more comfortable driving or riding experience.

Vehicles can download high-precision map data from the cloud to obtain high-precision maps, providing users with more accurate navigation services. Road information is updated very frequently. This service can not only update road information to the map more timely, but also reduce the demand for local storage space in the vehicle. For example, for large cities or regions, the data volume of the entire set of high-precision maps is large. The high-precision map service provided by the cloud can allow vehicles to obtain high-precision maps of a small area of the current location in real time while driving, and the high-precision map of the area can be released from the vehicle when it is not needed.

Vehicles can interact with the cloud to improve autonomous driving or assisted driving functions, thereby improving vehicle safety and travel efficiency. For example, a vehicle can collect road information and surrounding vehicle information through a sensor device installed on the vehicle body, and upload the collected information to the cloud. The cloud trains driving algorithms in different scenarios based on the collected information, and continuously optimizes the driving algorithm as the training data is updated, and updates it to the vehicle, so that the vehicle's autonomous driving capabilities in various scenarios are continuously improved. For another example, for the neural network-based image processing algorithm used by the perception device, the training of the image processing algorithm can be completed in the cloud and updated as the training data is updated; accordingly, the vehicle can obtain the updated image processing algorithm from the cloud, thereby improving the image processing capabilities of the perception device. For another example, in bad weather, the vehicle can obtain weather information and road traffic accident information through the cloud, thereby assisting the vehicle in planning, improving travel efficiency, and reducing the risk of vehicle accidents. Alternatively, the cloud can send real-time road information to the vehicle, such as traffic light information. In this way, the vehicle can receive the interval time of traffic light changes at the intersection ahead in advance, and calculate the time taken for the vehicle to pass based on the current vehicle speed, so as to determine the appropriate and safe time to pass, and plan the vehicle's driving speed. This can not only reduce vehicle energy consumption, but also increase driving safety.

In addition, vehicles can obtain third-party services through the cloud. For example, with the driver's authorization, the courier can open the trunk of the vehicle through a one-time digital authorization and place the items in the car, thereby enabling the delivery to be received without the driver being present.

Vehicles can exchange information with the cloud through wireless communications, which can follow the wireless protocol of the network to which the vehicle is connected, such as V2X (C-V2X) communication of a cellular network, such as a long term evolution (LTE) wireless network or a fifth generation (5G) wireless network.

Optionally, the communication system may also include a road side unit (RSU). The road side unit may be installed on the road side and may communicate with the cloud and the vehicle. The road side unit communicating with the cloud may be regarded as a terminal device similar to the vehicle. The road side unit communicating with the vehicle may be regarded as a terminal device similar to the vehicle, or may be regarded as a service device of the vehicle. The road side unit may interact with the vehicle or the cloud by wireless communication. Communication with the vehicle may adopt dedicated short range communication (DSRC) technology, or may adopt cellular network-based V2X (C-V2X) communication, for example, based on the long term evolution (LTE) communication protocol or based on the fifth generation (5G) communication protocol. Communication with the cloud may adopt cellular network-based V2X (C-V2X) communication. The roadside unit can provide services for vehicles, such as vehicle identification, electronic toll collection, electronic deduction, etc. The roadside unit can be equipped with sensor devices to collect road information and provide vehicle-road collaborative services. The roadside unit can be connected to roadside traffic signs (for example, electronic traffic lights or electronic speed limit signs) to achieve real-time control of traffic lights or speed limit signs, or it can provide road information to vehicles through the cloud or directly to enhance autonomous driving or assisted driving functions.

It can be understood that the vehicle shown in this application can include not only the vehicle in the Internet of Vehicles (such as a whole vehicle), but also the vehicle-mounted equipment or vehicle-mounted terminal in the Internet of Vehicles. This application does not limit the specific form of the vehicle when applied to the Internet of Vehicles.

It can be understood that the scenario diagram of the vehicle-cloud cooperative communication system shown in Figure 1 is only an example. For scenario diagrams of other forms of communication systems, please refer to relevant standards or protocols, etc., which will not be described in detail here.

In the application scenario of multi-vehicle automatic driving including but not limited to that shown in FIG1, the large number of vehicles can easily cause road congestion or even deadlock. If each vehicle fails to perceive the movement trajectory of other vehicles in time, a slight error will cause a collision accident, which seriously affects driving safety. Therefore, it is necessary to accurately plan the path of the vehicle to avoid collision accidents and ensure the driving safety of the vehicle. At present, a vehicle control method is usually adopted in which the cloud calculates the vehicle movement trajectory in real time as shown in FIG1, and sends a parking instruction to the vehicle in time according to the vehicle movement trajectory to avoid collision accidents. However, the current vehicle control method has the problem that the cloud cannot send a parking instruction to the vehicle in time due to unstable factors such as sudden network delays and abnormal network communications, which leads to vehicle collision accidents, and the effect of ensuring vehicle driving safety still needs to be improved.

In view of the technical problem that the effect of ensuring vehicle driving safety in the above-mentioned vehicle control method still needs to be improved, in the embodiment of the present application, a new vehicle-cloud collaborative communication system architecture is provided, and a new vehicle control method is proposed based on the architecture, which can avoid collision accidents and improve vehicle driving safety.

The architecture of the new vehicle-cloud collaborative communication system and the vehicle control method provided by the present application will be described below in conjunction with the accompanying drawings.

Please refer to Figure 2, which is a schematic diagram of the architecture of a vehicle-cloud collaborative communication system provided in an embodiment of the present application.

As shown in FIG2 , the communication system includes a vehicle and a service end, and the service end may be a cloud, and the cloud may include a cloud server and/or a cloud virtual machine. The cloud can communicate with the vehicle to provide a variety of services to the vehicle, such as OTA services, high-precision map services, automatic driving or assisted driving services, etc. Taking automatic driving or assisted driving services as an example, the vehicle reports its real-time location to the cloud, and the cloud plans a path for the vehicle through calculation, and sends the vehicle a trajectory that the end point of the path is located in the risk edge area.

The cloud can include but is not limited to a multi-vehicle collaborative path planning module, a map service module, and a risk area management module. The functional descriptions of these modules can be as follows:

The map service module is used to display the vehicle's location information on the map based on the real-time location reported by the vehicle, and to display the boundary division of the risk area on the map based on the risk area identified by the risk area management module.

The multi-vehicle collaborative path planning module is used to query the location, path, and boundary division of the risk area based on the map service provided by the map service module. Specifically, the real-time location of the vehicle is queried based on the location information of the vehicle displayed on the map provided by the map service module, and the risk area is queried based on the boundary division of the risk area displayed on the map provided by the map service module. Based on the risk area and the real-time location of the vehicle, a path is planned for the vehicle through calculation, and the path is sent to the vehicle, and the trajectory end point of the sent path is located within the risk edge area.

The risk area management module is used to identify risk areas and synchronize the identified risk areas to the map service module.

Optionally, the communication system may further include an upper layer application. Through the upper layer application, the user can observe the path planned for the vehicle in the cloud, the movement trajectory of the vehicle, and the location information of the vehicle displayed on the map, and the boundary division of the risk area displayed on the map. The user can also adjust the risk area identification rules through the configuration rules of the upper layer application, so that the risk area management module can identify the risk area according to the adjusted risk area identification rules in different application scenarios.

Optionally, the risk areas identified by the risk area management module include, but are not limited to: areas where static objects are located, areas corresponding to the movement trajectories of vehicles other than the target vehicle, areas where preset road sections are located, and areas corresponding to equipment used to perform operations.

Among them, the area where static objects are located includes but is not limited to the area where obstacles are located, the area corresponding to the motion trajectories of other vehicles except the target vehicle includes but is not limited to the area of the motion trajectories of vehicles close to the target vehicle, the area where the preset road section is located includes but is not limited to the area at the intersection or a certain distance close to the intersection, the area where the road change section is located, the area where the construction section is located, etc. The area corresponding to the equipment used to perform operations includes but is not limited to the area where vehicles used to perform construction, duty and other operations are located.

The multi-vehicle collaborative path planning module is based on these identified risk areas and other risk-free areas. In order to improve the driving efficiency and safety of vehicles, the multi-vehicle collaborative path planning module plans and sends paths for vehicles based on the principle of driving in risk-free areas. The end point of the path is located at the edge of the risk area identified above (i.e., the risk edge area). When the cloud detects that the vehicle is approaching or entering these risk edge areas, different processing is performed in different situations:

Case 1:

When a vehicle enters a risk edge area, if there are no vehicles or other obstacles in the risk edge area, the vehicle will be in the risk edge area as if there are no vehicles or other obstacles in the risk edge area. When there is a risk area, the trajectory is sent, and the cloud continues to send a new path to the vehicle, covering the old path. The end point of the trajectory of the new path is located in the next risk edge area.

Case 2:

If a vehicle moves in the risk edge area, the risk area caused by this vehicle is adjusted. The paths sent from the cloud to other vehicles are also adjusted accordingly, but the paths sent to the vehicle always remain in the risk-free area.

Case 3:

When multiple vehicles approach a risk edge area, high-priority vehicles can be given priority to pass through the risk edge area based on factors such as task priority, the length of time the vehicle spends crossing the risk edge area, and vehicle trajectory stability, thereby improving the overall efficiency of vehicle driving.

When there are sudden network interruptions or delays, or network communication abnormalities and other unstable factors, since the vehicle's path is always in the risk-free area, the vehicle will only wait for subsequent instructions from the cloud after executing the current path, and continue moving according to the path indicated by the subsequent instructions. This can effectively avoid safety accidents caused by the loss of cloud control or untimely cloud control.

It is understandable that the internal modules of the vehicle-cloud collaborative communication system shown in FIG2 are divided based on logical functions. In practical applications, the function of one module can also be implemented by multiple modules, or the functions of multiple modules can be implemented by one module. The vehicle-cloud collaborative communication system shown in the embodiment of the present application is only used as a possible architecture implementation method and should not be used to limit the present application.

It can be understood that the architecture of the vehicle-cloud collaborative communication system shown in Figure 2 can be applied to the scenario of the vehicle-cloud collaborative communication system shown in Figure 1 above, and can also be applied to other scenarios of vehicle-cloud collaborative communication systems, such as automated driving scenarios in ports, automated driving scenarios in mines, closed parks, automated driving scenarios on open roads, etc. This application does not impose any restrictions on this.

Please refer to Figure 3, which is a flow chart of a vehicle control method provided in an embodiment of the present application. The vehicle control method is applied to the field of intelligent driving technology, and can be specifically applied to the scenario of the vehicle-cloud collaborative communication system shown in Figure 1 above, and can also be applied to the architecture of the vehicle-cloud collaborative communication system shown in Figure 2 above, and the vehicle control method includes but is not limited to the following steps:

S301: A first device generates first information.

Among them, the first information is used to indicate the movement of the second device along a first path and/or a first position, the first path includes the movement trajectory of the second device between the current position and the first position, the first position is located in a first area, the first area is the edge area of the second area, and the first area determined by the first device is a risk edge area.

Optionally, before generating the first information, the first device further determines the first area.

In a possible embodiment, the driving risk in the first area is lower than the driving risk in the second area.

For example, the second area is a risk area, the first area is a risk edge area, the first area is an edge area of the second area, the first area and the second area do not overlap, and the second area is an area to be passed by the motion trajectory of the second device.

Please refer to FIG. 5B for details. FIG. 5B is a schematic diagram of risk area division provided in an embodiment of the present application.

As shown in FIG5B , the first area and the second area are further described by taking the intersection a of the roads as an example.

Since the traffic volume at the road intersection a is large, the driving directions of the vehicles coming and going are complex and changeable, and the driving risk of vehicles in the road intersection a is relatively large, the first device determines the area where the road intersection a is located (i.e., the risk area a) as the second area, and determines the edge area of the second area (i.e., the risk edge area a) as the first area. At this time, the driving risk in the first area is lower than the driving risk in the second area. Exemplarily, the edge area of the second area can be a certain distance from the second area, such as the risk edge area a in Figure 5B, or it can be other areas with an associated relationship with the second area after the shape of the area is reasonably deformed, and the embodiment of the present application does not limit this. Optionally, the second area in the embodiment of the present application, in addition to the intersection a in Figure 5B, can also be an area where obstacles are located, an area where construction, duty and other sections are located, an area where a road section is located, and so on, and the embodiment of the present application does not limit this.

Through the embodiments of the present application, in a scenario where the motion trajectory of the second device is about to pass through the second area, the end position of the motion trajectory of the second device can be set in the first area, so that the motion trajectory of the second device is within the risk-free area. After the risk points in the second area are clearly eliminated, the second device continues to move through the second area, so that the motion trajectory of the second device is always within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

The first device in the embodiment of the present application is a device equipped with a processor that can be used to execute computer-executable instructions, which can be a server-side device (such as a server), etc. Specifically, it can be the cloud in Figure 1 above, or the cloud in Figure 2 above, or other components such as a server or virtual machine that has the functions of the cloud, or a device that integrates the cloud shown in Figures 1 and/or 2 above, which is used to execute the vehicle control method in the embodiment of the present application. Each time the planned path sent by the first device to the second device is within the risk-free area, after the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby ensuring that the motion trajectory of the second device is always within the risk-free area throughout the entire process, which can avoid collision accidents and improve vehicle driving safety.

Optionally, the first device in the embodiment of the present application may also be the roadside unit in FIG. 1 above, which is used to execute the vehicle control method in the embodiment of the present application. When the first device (roadside unit) communicates with the vehicle, the first device (roadside unit) may be regarded as a service end device of the vehicle (for example, The first device (roadside unit) can interact with the vehicle by wireless communication.

The second device in the embodiment of the present application is a device equipped with a processor that can be used to execute computer-executable instructions, which can be a terminal device (such as a vehicle-mounted terminal), etc. Specifically, it can be the vehicle in Figure 1 above, or the vehicle in Figure 2 above, or other driving devices with the functions of the vehicle, used to execute the vehicle control method in the embodiment of the present application. The motion trajectory included in the planned path sent by the first device to the second device each time is within the risk-free area. After the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby ensuring that the motion trajectory of the second device is always within the risk-free area throughout the entire process, which can avoid collision accidents and improve vehicle driving safety.

S302: The first device sends first information to the second device, and correspondingly, the second device receives the first information sent by the first device.

The first information is used to indicate that the second device moves from the current position to the first position along a first path, the first path includes a movement track of the second device between the current position and the first position, and the first position is located in the first area. The first information can also be used to indicate the first position, the second device moves to the first position according to its own automatic driving algorithm, and the first position is located in the first area.

Since the first area determined by the first device is a risk edge area, when the motion trajectory of the second device is about to pass through the second area, the first device can set the first position within the first area so that the motion trajectory included in the first path sent to the second device is within the risk-free area, and the motion trajectory of the second device between the current position and the first position is within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

In a possible embodiment, the first information includes information of the first path. The second device can move from the current position to the first position according to the instruction of the first information and the first path included in the first information, and ensure that the movement trajectory of the second device is within the risk-free area to avoid collision accidents and improve vehicle driving safety.

S303: The second device moves along the first path and/or moves toward the first position.

After receiving the first information sent by the first device, the second device moves from the current position to the first position along the first path according to the instruction of the first information. Alternatively, the second device can also move to the first position indicated by the first information according to its own automatic driving algorithm.

Through the embodiments of the present application, the motion trajectory included in the planned path sent by the first device to the second device each time is within the risk-free area. After the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby ensuring that the motion trajectory of the second device is always within the risk-free area, avoiding collision accidents and improving vehicle driving safety.

In a possible embodiment, the first device determines that the distance between the second device and the first location is less than a preset distance, and sends second information to the second device.

Among them, the preset distance in the embodiment of the present application is not a fixed value and can be adjusted according to different application scenarios. The distance between the second device and the first position is less than the preset distance, which can be understood as the position of the second device is close to the first position, or it can be understood as the second device is located at the first position.

The second information is used to indicate that the second device moves from the first position to the second position and/or the second position along the second path, and the second position is located in the third area. The second information can also be used to indicate the second position, and the second device can move to the second position according to its own autonomous driving algorithm, and the second position is located in the third area. The third area is the edge area of the fourth area, and the third area determined by the first device is a risk edge area. By setting the second position within the third area, the first device can make the motion trajectory included in the second path sent to the second device be located in the risk-free area.

Optionally, the driving risk in the third area is lower than the driving risk in the fourth area.

For example, the fourth area is a risk area, the third area is a risk edge area, the third area is an edge area of the fourth area, and the third area and the fourth area do not overlap, and the fourth area is an area to be passed by the motion trajectory of the second device.

As shown in FIG5B , the third area and the fourth area are further described by taking the road intersection b as an example.

Since the traffic volume at the road intersection b is large and the driving directions of the vehicles are complex and changeable, the driving risk of vehicles in the road intersection b is relatively large. Therefore, the first device determines the area where the road intersection b is located (i.e., the risk area b) as the fourth area, and determines the edge area of the fourth area (i.e., the risk edge area b) as the third area. At this time, the driving risk in the third area is lower than the driving risk in the fourth area. Exemplarily, the edge area of the fourth area can be a certain distance from the fourth area, such as the risk edge area b in Figure 5B, or it can be other areas with an associated relationship with the fourth area after the shape of the area is reasonably deformed. The embodiment of the present application does not limit this. Optionally, the fourth area in the embodiment of the present application, in addition to the intersection b in Figure 5B, can also be an area where obstacles are located, an area where construction, duty and other sections are located, an area where a road section is located, etc., and the embodiment of the present application does not limit this.

Through the embodiment of the present application, when the first device determines that the distance between the second device and the first position is less than the preset distance, the first device sends the second information to the second device, so that the motion trajectory included in the second path indicated by the second information is within the risk-free area. The movement trajectory of the second device is within the risk-free area throughout the entire process, which can avoid collision accidents and improve vehicle driving safety.

In a possible embodiment, the second information includes information of the second path. The second device can move from the first position to the second position according to the instruction of the second information and the second path included in the second information, and ensure that the movement trajectory of the second device is within the risk-free area to avoid collision accidents and improve vehicle driving safety.

In a possible embodiment, the first device sends the second information to the second device. Specifically, in addition to the first device determining that the distance between the second device and the first position is less than a preset distance, the second area also satisfies the first condition. In this case, the first device sends the second information to the second device.

The first condition includes but is not limited to a third device in the second area leaving the second area within a preset time, indicating that there is a device in the second area that can leave the risk area within the preset time, and it can be clearly seen that one or more risk points in the risk area have been eliminated. The preset time in the embodiment of the present application is not a fixed value and can be adjusted according to different application scenarios.

The second information is used to indicate that the second device moves from the first position to the second position along the second path, the second position is located in the third area, the third area is the edge area of the fourth area, and the third area determined by the first device is a risk edge area. By setting the second position within the third area, the first device can make the motion trajectory included in the second path sent to the second device be located in the risk-free area.

Through the embodiment of the present application, after the first device has clearly eliminated the risk points in the second area, it sends the second information to the second device, and the second device then moves from the first position to the second position along the second path. Even if the movement trajectory may pass through the second area, it can ensure that the movement trajectory of the second device is always within the risk-free area, thereby avoiding collision accidents and improving vehicle driving safety.

In a possible embodiment, a movement trajectory of the second device between the first position and the second position passes through the second area.

In a scenario where the movement trajectory of the second device between the first position and the second position passes through the second area, the first device sends the second information to the second device after it is clear that the risk points in the second area have been eliminated. The second device moves along the second path indicated by the second information, and the end point of the trajectory of the second path is located in the risk edge area. This can ensure that the movement trajectory of the second device is always in the risk-free area, avoid collision accidents, and improve vehicle driving safety.

In a possible embodiment, the first device sends the second information to the second device. Specifically, the first device may send the second information to the second device before the second device arrives at the first location.

Through the embodiments of the present application, the first device can promptly send the second information before the second device reaches the first position, so that when the risk points in the second area have been eliminated, the second device can move seamlessly along the motion trajectory included in the first path and the motion trajectory included in the second path without stopping, and can even pass through the second area smoothly without slowing down, thereby ensuring the driving safety of the vehicle and quickly passing through the second area where the risk points have been eliminated.

In a possible embodiment, the second path includes a movement trajectory of the second device between the first position and the second position, which is associated with the movement trajectory of the fourth device in the second area.

The fourth device may be the same device as the third device, or may be a different device from the third device.

When the fourth device and the third device are the same device, the motion track included in the second path is associated with the motion track of the fourth device in the second area, which can be understood as the second device can pass through the second area along the motion track of the third device leaving the second area within a preset time. When the fourth device and the third device are different devices, the motion track included in the second path is associated with the motion track of the fourth device in the second area, which can be understood as the second device can pass through the second area along the motion track of the fourth device in the second area.

Through the embodiments of the present application, the motion trajectory included in the second path is associated with the motion trajectory of the fourth device in the second area, so that the second device can follow the fourth device to safely pass through the second area. Even in the scenario of network interruption or device sensor failure, the probability of a collision accident with the second device can be greatly reduced, which not only ensures the safety of vehicle driving, but also allows the vehicle to quickly pass through the second area where risk points have been eliminated.

In a possible embodiment, when the second device moves from the first position to the second position, the outline of the second device does not overlap with the outline of the fourth device.

Through the embodiments of the present application, in a scenario where the second device passes through the second area along the movement trajectory of the fourth device in the second area, the outline of the second device does not overlap with the outline of the fourth device, indicating that the second device always maintains a safe distance from the fourth device. Even if there is an abnormality in the second device and/or the fourth device, the response time of the second device can be within a shorter time control error range, thereby reducing the possibility of a collision between the second device and the fourth device, achieving collision-free following of the second device, avoiding collision accidents, and improving vehicle driving safety.

In a possible embodiment, the second device also receives fourth information sent by the first device, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and has not received the third information.

Among them, the third information is used to indicate the movement trajectory of the second device. The third information may be the same information as the above-mentioned second information, used to indicate that the second device moves from the first position to the second position along the second path. The third information may also be different information from the above-mentioned second information, used to indicate that the second device moves from the first position to the third position along the third path.

Optionally, the fourth information and the first information may be the same information, or the fourth information and the first information may be different information, which is not limited in the embodiment of the present application.

Through the embodiments of the present application, when the second device does not receive the third information, it indicates that the risk points in the second area have not been eliminated and there is a driving safety risk in the second area. At this time, the first information is also used to instruct the second device to stop moving at the first position, or to stop moving before reaching the first position, so as to timely avoid the second device from entering the risk area, avoid collision accidents, and improve vehicle driving safety.

In a possible embodiment, the second area and/or fourth area mentioned above includes at least one of the following: the area where static objects are located, the area corresponding to the motion trajectory of other devices except the second device, the area where a preset road section is located, and the area corresponding to the device used to perform the operation.

Among them, the area where static objects are located includes but is not limited to the area where obstacles are located, the area corresponding to the motion trajectories of other devices except the second device includes but is not limited to the area of the motion trajectories of other vehicles, the area where the preset road section is located includes but is not limited to the area at the intersection or a certain distance close to the intersection, the area where the road change section is located, the area where the construction section is located, etc. The area corresponding to the equipment used to perform operations includes but is not limited to the area where vehicles used to perform construction, duty and other operations are located.

Through the embodiments of the present application, the first device can, based on these identified risk areas and other risk-free areas, in order to improve the driving efficiency and safety of the vehicle, plan and issue a path for the vehicle so that the end point of the path trajectory is located at the edge of the risk area identified above (i.e., the edge of the risk area) after it is completely determined that the vehicle can drive in the risk-free area. Since the movement trajectory of the vehicle's path is always within the risk-free area, it can effectively avoid vehicle collision accidents and improve vehicle driving safety.

In a possible embodiment, the first device determines the first area. Specifically, the first device may mark the risk area on the map and determine the edge area of the risk area as the first area.

Through the embodiments of the present application, risk areas or areas where risks may exist on the map are identified and marked, and the edge area of the risk area is determined as the first area. This can achieve security-based identification and marking of complex areas or uncertain areas, simplify control complexity, and improve the security of the motion trajectory sent to the second device.

In a possible embodiment, the second device may also display the planned path sent by the first device to the second device, the risk area, the risk edge area, the risk-free area, etc. around the second device.

Exemplarily, the second device may display at least one of the following:

The above-mentioned first path, second path, first area, second area, third area, and fourth area.

It is understandable that the second device can have a built-in module or unit with a display function, and the controller controls the display module or display unit to display the above content. The second device can also be connected to an external display and control the display to display the above content by communicating with the display. The embodiment of the present application does not limit this.

Through the embodiments of the present application, the second device displays the planned path issued by the first device, the risk area, the risk edge area, the risk-free area, etc. around the second device to the user, so that the user can understand the movement status and surrounding environment of the second device, so as to take over the control of the second device at any time in an emergency.

Please refer to Figure 4, which is a flow chart of another vehicle control method provided in an embodiment of the present application, or it can also be understood as a variation or supplement of the vehicle control method flow chart in Figure 3 above. Specifically, steps S401 to S404 in the vehicle control method in Figure 4 can be understood as supplementary instructions for step S301 in the vehicle control method in Figure 3 above. Steps S405 to S407 in the vehicle control method in Figure 4 can be understood as supplementary instructions for step S302 in the vehicle control method in Figure 3 above. Steps S408 to S409 in the vehicle control method in Figure 4 can be understood as supplementary instructions for step S303 in the vehicle control method in Figure 3 above. The vehicle control method in the embodiment of the present application is applied to the field of intelligent driving technology, and can be specifically applied to the scenario of the vehicle-cloud collaborative communication system shown in Figure 1 above, and can also be applied to the architecture of the vehicle-cloud collaborative communication system shown in Figure 2 above. The vehicle control method includes but is not limited to the following steps:

S401: The risk area management module identifies static objects on the map as risk areas.

The risk area management module identifies static objects on the map as risk areas based on the map provided by the map service module, and synchronizes the identified risk areas to the map service module.

The area where the static object is located includes but is not limited to the area where the obstacle is located, for example, the area near a static car or a roadblock, the area near a virtual fence, and so on.

The risk area management module in the embodiment of the present application is a functional module in the first device. The first device in the embodiment of the present application also includes a map service module and a multi-vehicle collaborative path planning module. Specifically, the risk area management module, the map service module, and the multi-vehicle collaborative path planning module are For the description of the planning module, please refer to the architecture of the vehicle-cloud collaborative communication system shown in Figure 2 above, which will not be repeated here.

Optionally, the first device in the embodiment of the present application may also be the roadside unit in Figure 1 above, which is used to execute the vehicle control method in the embodiment of the present application. When the first device (roadside unit) communicates with the vehicle, the first device (roadside unit) can be regarded as a server device of the vehicle (such as the cloud), and the first device (roadside unit) can interact with the vehicle by wireless communication.

S402: The risk area management module identifies the area where the preset road section is located as a risk area.

The risk area management module identifies the preset road sections on the map as risk areas based on the map provided by the map service module, and synchronizes the identified risk areas to the map service module.

Among them, the area where the preset road section is located includes but is not limited to the area at an intersection or a certain distance close to the intersection, the road change section or an area at a certain distance close to the road change section, the construction section or an area at a certain distance close to the construction section, etc., which are not listed here one by one.

S403: The risk area management module identifies the edges of the motion trajectories of the devices except the second device as risk areas.

The risk area management module identifies the edges of the motion tracks of the devices other than the second device on the map as risk areas based on the map provided by the map service module, and synchronizes the identified risk areas to the map service module.

The area corresponding to the motion trajectory of other devices except the second device includes but is not limited to the area of the motion trajectory of the vehicle close to the second device.

S404: The risk area management module identifies the area where the equipment used to perform the job is located as a risk area.

The risk area management module identifies the area where the equipment used to perform the operation is located on the map as a risk area based on the map provided by the map service module, and synchronizes the identified risk area to the map service module.

Among them, the area corresponding to the equipment used to perform operations includes but is not limited to the area where vehicles used to perform construction, duty and other operations are located.

S405: The multi-vehicle path collaborative planning module queries the risk edge area.

The multi-vehicle collaborative path planning module queries the risk edge area based on the map provided by the map service module, the risk area marked on the map and other risk-free areas.

S406: The multi-vehicle path collaborative planning module queries the location of the vehicle.

The multi-vehicle collaborative path planning module queries the location of the vehicle (the second device) based on the map provided by the map service module.

S407: The multi-vehicle path collaborative planning module plans a path for the second device and sends the planned path to the second device, and the end point of the path is located in the risk edge area.

The multi-vehicle path collaborative planning module plans a path for the second device based on the queried risk edge area and the location of the vehicle (second device), and sends the planned path to the second device. The end point of the path is located in the risk edge area, so that the movement trajectory of the second device is within the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

S408: The vehicle (second device) travels along the path. If no subsequent planned path is received, the vehicle stops at the end point.

After the vehicle (second device) receives the planned path sent by the multi-vehicle path collaborative planning module, it drives from the current position to the destination position according to the path. If the vehicle (second device) does not receive the subsequent planned path from the multi-vehicle path collaborative planning module, the vehicle stops at the destination position, or the vehicle stops before reaching the destination position, which can timely prevent the vehicle from moving into the risk area, avoid collision accidents, and improve vehicle driving safety.

S409: When the vehicle (second device) approaches the risk area, the first device eliminates risk points in the risk area, plans the next path for the second device, sends the next planned path to the second device, and the end point of the path is located in the risk edge area.

When the vehicle (second device) approaches the risk area, the first device eliminates the risk points in the risk area, indicating that there is no risk in the risk area. In this case, the first device may refer to the above steps S405 to S407 to plan the next path for the second device (vehicle), and send the next path to the second device (vehicle), and the end point of the path is located in the risk edge area.

Through the embodiments of the present application, after the risk points in the clear risk area are eliminated, the first device sends the next planned path to the second device, and the second device continues to move along the path. This can ensure that the movement trajectory of the second device is always within the risk-free area, avoid collision accidents, and improve vehicle driving safety.

The vehicle control method shown in Figures 3 and 4 above will be further explained below in conjunction with the vehicle-cloud collaboration scenario.

Please refer to Figure 5A, which is a schematic diagram of a vehicle-cloud collaboration scenario provided in an embodiment of the present application.

As shown in Figure 5A, this is the collaborative control of the cloud and multiple vehicles (vehicle 1, vehicle 2, vehicle 3, vehicle 4, vehicle 5, vehicle 6, vehicle 7, vehicle 8, vehicle 9) in a scenario of multiple intersections (intersection a, intersection b, intersection c, intersection d).

It can be understood that the cloud in the embodiment of the present application can correspond to the first device in the above Figures 3 and 4, and the vehicle in the embodiment of the present application can correspond to the second device in the above Figures 3 and 4, which will not be repeated below.

Due to the large traffic volume at road intersections and the complex and changeable driving directions of vehicles coming and going, the driving risk of vehicles in road intersections is relatively high. Therefore, the cloud determines the area where the intersection is located (i.e., intersection a, intersection b, intersection c, intersection d) as a risk area (i.e., the second area and/or the fourth area above), and determines the edge area of the intersection as a risk edge area (i.e., the first area and/or the third area above).

There are also traffic lights and obstacles on the road section between intersection a and intersection b. Since traffic lights have a warning or control effect on moving vehicles, and obstacles have an obstructive effect on moving vehicles, the cloud determines the area where the traffic lights and obstacles are located as a risk area (i.e., the second area and/or the fourth area mentioned above), and determines the edge area of the traffic lights and obstacles as a risk edge area (i.e., the first area and/or the third area mentioned above).

There is also a crab-shaped road-changing section on the road section between intersection b and intersection c. Since the crab-shaped road-changing section is a section where vehicle accidents frequently occur, the cloud determines the area where the crab-shaped road-changing section is located as a risk area (i.e., the second area and/or the fourth area mentioned above), and determines the edge area of the crab-shaped road-changing section as a risk edge area (i.e., the first area and/or the third area mentioned above).

Optionally, the cloud can use the risk area shown at the intersection as a management unit to divide the vehicles in each intersection and the vehicles in the upstream section of the intersection to improve management efficiency. For example, in Figure 5A, for intersection a, vehicles 2 and 3 in intersection a, and vehicles 1, 9, 7, and 8 located in the upstream section of intersection a are all classified as the management scope covered by intersection a. The cloud will issue a planned path for each of the above vehicles, instructing each of the above vehicles to move according to the issued planned path, so as to safely pass through the risk area of intersection a, realize multi-vehicle collaborative control, avoid collision accidents, and improve vehicle driving safety. Optionally, the risk area shown by obstacles, accident-prone sections, etc. can also be used as a management unit to divide the vehicles in each risk area and the vehicles in the upstream section of the risk area to improve management efficiency. The specific division management method is described above and will not be repeated here.

In each of the above-mentioned risk areas (for example, intersection a, intersection b, intersection c, intersection d, the area where the traffic lights are located, the area where the obstacles are located, and the area where the crab-shaped road change section is located), when the vehicle is far away from the risk area (such as the intersection), there are multiple vehicles driving in the risk area. The driving trajectories of these vehicles may deviate from the trajectory due to vehicle control problems, or the vehicle position perceived by the cloud and the actual position may be very different due to network delays, etc. Since these uncertain reasons cannot be fully predicted, there will be major safety hazards in interactive driving with these vehicles. Therefore, for vehicles far outside the risk area, the end point of the trajectory sent by the cloud is to the edge area of these risk areas (i.e., the risk edge area). If the network is interrupted, the cloud system is abnormal, or the cloud does not have time to respond in time, these vehicles will stop when they reach the edge area of the risk area, and will never collide with vehicles in the risk area or other vehicles preparing to enter the risk area, which can avoid collision accidents and improve vehicle driving safety.

When the vehicle moves to the risk edge area, after the cloud eliminates the risk points in the risk area, the cloud controls the vehicle to move to the edge of the next risk area (i.e., the next risk edge area).

When the vehicle is far from the edge of the risk area, it is difficult for the cloud to accurately estimate whether there is a safety problem for the vehicle to pass through the risk area. Only when the vehicle approaches the risk area, the cloud combines all vehicles in the risk area and at the edge of the risk area and sorts them to control the orderly entry and exit of the vehicles in the risk area. At this time, the vehicles in the risk area can be represented as follows:
V＝V _in +V _near ；

Among them, _Vin represents the vehicles in the risk area, and _Vnear represents the vehicles near the risk area (i.e., the risk edge area).

For _Vin vehicles, priority is given to driving them out of risk areas to reduce safety risks. Then, factors such as time, road rights and task priority are comprehensively considered to give priority to controlling the driving of these vehicles.

For the vehicles in V _near , factors such as time, road rights, and task priority are comprehensively considered. If there is no conflict with the vehicles in V _in , these vehicles are controlled in turn and added to the vehicles in the risk area.

When the vehicle trajectory of _Vin can safely leave the risk area, the end point of the vehicle trajectory is extended to the next risk edge area. By analogy, I will not elaborate on this.

When a vehicle passes through a risk area but has not yet reached the next risk edge area, the vehicle will be classified by the cloud as being within the management scope of the next risk area. Similarly, if the cloud has not eliminated the risk points in the next risk area, the cloud will control the vehicle to move to the next risk edge area and stop. If the cloud has eliminated the risk points in the next risk area, the cloud will send the next planned path to control the vehicle to continue moving.

Please refer to FIG. 5B , which is a schematic diagram of risk area division provided in an embodiment of the present application.

As shown in FIG. 5B , the coordinated control between the cloud and the vehicle is shown in a scenario of multiple intersections (intersection a, intersection b).

In a scenario where a vehicle needs to pass through intersection a and intersection b in sequence to reach its destination, since intersection a and intersection b are identified as risk area a (i.e., the second area mentioned above) and risk area b (i.e., the fourth area mentioned above) by the first device, the vehicle may face driving risks when passing through intersection a and intersection b.

The first device first sends the planned path 1 to the vehicle. The trajectory end point of the planned path 1 is located in the edge area of the intersection a (i.e., the risk edge area a, the first area above). After receiving the planned path 1, the vehicle moves from the current position to the trajectory end point according to the planned path 1.

After the first device eliminates the risk points in the intersection a, it is clear that the intersection a is a risk-free area. For example, the first device determines that the third device (such as other vehicles) in the intersection a leaves the intersection a within a preset time, indicating that the intersection a is a risk-free area. At this time, the first device sends the planned path 2 to the vehicle, and the trajectory starting point of the planned path 2 is seamlessly connected with the trajectory end point of the above-mentioned planned path 1, and the trajectory end point of the planned path 2 is located in the edge area of the intersection b (i.e., the risk edge area b, the third area above). After receiving the planned path 2, the vehicle moves from the previous trajectory end point to the next trajectory end point according to the planned path 2. Through the embodiment of the present application, after the first device eliminates the risk points in the intersection a, it sends the next planned path to the second device, and the second device moves from the previous trajectory end point to the next trajectory end point according to the path. Even if the motion trajectory passes through the intersection a, it can ensure that the motion trajectory of the second device is always in the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

Optionally, if the risk points within intersection a cannot be eliminated, the first device will not send planned path 2 to the vehicle. Accordingly, the vehicle will stop moving at the end point of the trajectory of planned path 1 or before reaching the end point of the trajectory of planned path 1 without receiving the next planned path.

Similarly, after the first device eliminates the risk points in the intersection b, it is clear that the intersection b is a risk-free area. At this time, the first device sends the planned path 3 to the vehicle. The trajectory starting point of the planned path 3 is seamlessly connected with the trajectory end point of the above-mentioned planned path 2. The trajectory end point of the planned path 3 is the destination of the vehicle and is located in the risk-free area. After receiving the planned path 3, the vehicle moves from the previous trajectory end point to the next trajectory end point according to the planned path 3. Through the embodiment of the present application, after the first device eliminates the risk points in the intersection b, it sends the next planned path to the second device, and the second device moves from the previous trajectory end point to the next trajectory end point according to the path. Even if the motion trajectory passes through the intersection b, it can ensure that the motion trajectory of the second device is always in the risk-free area, which can avoid collision accidents and improve vehicle driving safety.

Please refer to Figure 6, which is a schematic diagram of a vehicle-cloud collaboration scenario provided in an embodiment of the present application.

As shown in FIG6 , it shows the coordinated control between the cloud and multiple vehicles (vehicle 1, vehicle 2, vehicle 3, vehicle 4) in a scenario of multiple intersections (intersection a, intersection b).

In a scenario where vehicle 1 needs to pass through intersection a and intersection b in sequence to reach the destination, since intersection a and intersection b are identified as risk area a (i.e., the second area mentioned above) and risk area b (i.e., the fourth area mentioned above) by the first device, the vehicle may face driving risks when passing through intersection a and intersection b.

At this time, the method for the first device to control the vehicle 1 can refer to the description in the above-mentioned FIG. 5B , which will not be repeated here.

In addition, before the second device reaches the trajectory endpoint according to the planned path 1 (for example, the distance between the second device and the trajectory endpoint of the planned path 1 may be less than a preset distance, and the preset distance is not a fixed value, and may be adjusted according to different application scenarios. The distance between the second device and the trajectory endpoint of the planned path 1 is less than the preset distance, which may be understood as the position of the second device being close to the trajectory endpoint of the planned path 1, or may be understood as the second device being located at the trajectory endpoint of the planned path 1), and after the first device eliminates the risk points in the intersection a, that is, when it is clear that the intersection a is a risk-free area, the first device may send the planned path 2 to the vehicle 1. Exemplarily, the first device determines that the vehicle 2 in the intersection a leaves the intersection a within a preset time, indicating that the intersection a is a risk-free area. At this time, the vehicle 1 has not yet reached the trajectory endpoint of the planned path 1, but can promptly receive the next section of the planned path sent by the first device, and the vehicle 1 can follow the planned path without stopping. The motion trajectory included in the planned path 1 and the motion trajectory included in the planned path 2 are seamlessly connected, and the vehicle can even pass through the intersection a smoothly without slowing down, which not only ensures the driving safety of vehicle 1, but also allows the vehicle to quickly pass through the intersection 2 where the risk points have been eliminated, greatly improving the driving efficiency of the vehicle.

Please refer to Figure 7, which is a schematic diagram of a vehicle-cloud collaboration scenario provided in an embodiment of the present application.

As shown in FIG. 7 , this is the collaborative control of the cloud and multiple vehicles (vehicle 1, vehicle 2, vehicle 3, vehicle 4, vehicle 5, vehicle 6) in a scenario of multiple intersections (intersection a, intersection b).

At this time, the method for the first device to control the vehicle can refer to the description in the above-mentioned FIG. 5B , which will not be repeated here.

In addition, vehicles follow each other in turn according to the risk edge in the intersection (for example, vehicle 1 follows the risk edge of the motion trajectory of vehicle 2 in intersection a, and vehicle 4 follows the risk edge of the motion trajectory of vehicle 3 in intersection a). When the risk is eliminated, the trajectory sent to the vehicle by the cloud follows a little. Optionally, when vehicle 1 follows the risk edge of the motion trajectory of vehicle 2 in intersection a, the outline of vehicle 1 does not overlap with the outline of vehicle 2, indicating that vehicle 1 and vehicle 2 always maintain a safe distance. Even if vehicle 1 and/or vehicle 2 are abnormal, the response time of vehicle 1 can be within a shorter time control error range, reducing the possibility of collision between vehicle 1 and vehicle 2, and realizing collision-free following of vehicle 1. When vehicle 4 follows the risk edge of the motion trajectory of vehicle 3 in intersection a, the outline of vehicle 4 also does not overlap with the outline of vehicle 3, which will not be repeated here. The trajectory sent by the cloud is generated based on the latest status of the vehicles in the intersection, and the sent trajectory always maintains a safe distance from the trajectory of other vehicles. In this way, even if there may be an abnormality in the vehicle, the possibility of collision between the two vehicles can be greatly reduced within such a short time control error. Coupled with the vehicle's own collision protection capabilities, the problem of vehicle collision will be greatly reduced. For vehicles blocking each other at the intersection, vehicles that are not traveling in accordance with the planned path, or vehicles that are not under cloud control, appropriately increasing the risk margin of these vehicles can further reduce the probability of vehicle collision.

Optionally, vehicle management in the intersection can also ensure that the planned paths of vehicles in the intersection do not intersect. Exemplarily, on the current road section, the current outline of the vehicle in front is used as the edge of the risk area, and the cloud will cut the planned path sent to the rear vehicle so that the planned path is a certain distance away from the current outline of the vehicle in front, plus the body distance of the rear vehicle itself to form a safe anti-collision area. Exemplarily, on the current road section, in the scenario where there is a vehicle changing lanes downstream, the starting and end points of the vehicle changing lanes are used as the edge of the risk area, plus one or more body distances to ensure that the rear vehicle and the lane change risk area form a safe anti-collision area, so that the end point of the sent path always maintains one or more body distances from the lane change risk area. Exemplarily, the current outline of the vehicle on the downstream section of the intersection is used as the edge of the risk area, and a certain distance beyond the body distance is maintained to form a safe anti-collision area, which can avoid vehicle collisions and improve vehicle driving safety.

The above describes in detail the method of the embodiments of the present application. The following provides a device for implementing any method in the embodiments of the present application. For example, a device is provided including a unit (or means) for implementing each step performed by a network element/device in any of the above methods.

Please refer to FIG8 , which is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application.

As shown in Fig. 8, the vehicle control device 80 may include a transceiver unit 801 and a processing unit 802. The transceiver unit 801 and the processing unit 802 may be software, hardware, or a combination of software and hardware.

The transceiver unit 801 can implement a sending function and/or a receiving function, and the transceiver unit 801 can also be described as a communication unit. The transceiver unit 801 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement a receiving function, and the sending unit is used to implement a sending function. Optionally, the transceiver unit 801 can be used to receive information sent by other devices, and can also be used to send information to other devices.

In a possible design, the vehicle control device 80 may correspond to the first device in the method embodiment shown in FIG. 3 and FIG. 4, for example, the vehicle control device 80 may be the first device or a chip in the first device. The vehicle control device 80 may include a unit for executing the operations performed by the first device in the method embodiment shown in FIG. 3 and FIG. 4, and each unit in the vehicle control device 80 is for implementing the operations performed by the first device in the method embodiment shown in FIG. 3 and FIG. 4. The description of each unit is as follows:

A processing unit 802 is configured to generate first information, where the first information is used to indicate that a second device moves along a first path and/or a first position, where the first path includes a movement track of the second device between a current position and the first position, where the first position is located in a first area, and where the first area is an edge area of a second area;

The transceiver unit 801 is configured to send the first information to the second device.

In a possible implementation manner, the processing unit 802 is further configured to determine the first area.

In a possible implementation manner, the first area and the second area do not overlap, and the driving risk in the first area is lower than that in the second area. The driving risk in the second area is the area where the movement trajectory of the second device is to pass.

In a possible implementation, the transceiver unit 801 is also used to send second information to the second device when the distance between the second device and the first position is less than a preset distance, the second information being used to indicate that the second device moves along a second path and/or a second position, the second path including a movement trajectory of the second device between the first position and the second position, the second position being located in a third area, and the third area being an edge area of the fourth area.

In a possible implementation, the processing unit 802 is further configured to determine that the distance between the second device and the first location is less than a preset distance.

In a possible implementation manner, the processing unit 802 is further configured to determine the third area.

In a possible implementation, the transceiver unit 801 is further configured to send the second information to the second device when the second area satisfies a first condition, where the first condition includes that a third device in the second area leaves the second area within a preset time.

In a possible implementation, the transceiver unit 801 is further configured to send the second information to the second device before the second device arrives at the first location.

In a possible implementation, the transceiver unit 801 is also used to receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and has not received the third information, and the third information is used to indicate the movement trajectory of the second device.

In a possible implementation, the processing unit 802 is further configured to mark the risk area on the map, and determine the edge area of the risk area as the first area.

In another possible design, the vehicle control device 80 may correspond to the second device in the method embodiments shown in FIG. 3 and FIG. 4 above, such as the vehicle control device 80 may be the second device, or a chip in the second device. The vehicle control device 80 may include a unit for executing the operations performed by the second device in the method embodiments shown in FIG. 3 and FIG. 4 above, and each unit in the vehicle control device 80 is respectively for implementing the operations performed by the second device in the method embodiments shown in FIG. 3 and FIG. 4 above. The description of each unit is as follows:

The transceiver unit 801 is used to receive first information sent by a first device, where the first information is used to indicate that the vehicle control device moves along a first path and/or a first position, where the first path includes a movement trajectory of the vehicle control device between a current position and a first position, and the first position is located in a first area, which is an edge area of a second area;

The processing unit 802 is configured to move along the first path and/or to move toward the first position.

The transceiver unit 801 is further configured to receive second information sent by the first device, the second information being used to indicate that the vehicle control device moves along a second path and/or a second position, the second path comprising a movement trajectory of the vehicle control device between the first position and the second position, the second position being located in a third area, and the third area being an edge area of the fourth area;

The processing unit 802 is further configured to move along the second path and/or to move toward the second position.

In a possible implementation manner, the transceiver unit 801 is further configured to receive the second information sent by the first device before the vehicle control device reaches the first position.

In a possible implementation, the transceiver unit 801 is also used to receive fourth information, where the fourth information is used to indicate that the vehicle control device stops moving at the first position or stops moving before reaching the first position before the vehicle control device reaches the first position and has not received the third information, and the third information is used to indicate the movement trajectory of the vehicle control device.

In a possible implementation, the processing unit 802 is further configured to control display of at least one of the following: the first path, the second path, the first area, the second area, the third area, and the fourth area.

According to an embodiment of the present application, each unit in the device shown in Figure 8 can be separately or all combined into one or several other units to constitute, or one (some) of the units can also be split into multiple smaller units in function to constitute, which can achieve the same operation without affecting the realization of the technical effects of the embodiments of the present application. The above-mentioned units are divided based on logical functions. In practical applications, the function of a unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of the present application, other units can also be included based on electronic equipment. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented by the collaboration of multiple units.

It should be noted that the implementation of each unit may also refer to the corresponding description of the method embodiments shown in the above-mentioned FIG. 3 and FIG. 4 .

In the vehicle control device 80 described in Figure 8, the motion trajectory included in the planned path sent by the first device to the second device each time is within the risk-free area. After the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby ensuring that the motion trajectory of the second device is always within the risk-free area, avoiding collision accidents and improving vehicle driving safety.

Please refer to FIG. 9, which is a schematic diagram of the structure of an electronic device 90 provided in an embodiment of the present application. The electronic device 90 may include a memory 901 and a processor 902. Further optionally, it may also include a communication interface 903 and a bus 904, wherein the memory 901, the processor 902 and the communication interface 903 are connected to each other through the bus 904. The communication interface 903 is used to perform data exchange with the above-mentioned vehicle control device 80.

The memory 901 is used to provide a storage space, in which data such as an operating system and a computer program can be stored. The memory 901 includes, but is not limited to, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), or a portable read-only memory (CD-ROM).

Processor 902 is a module that performs arithmetic and logical operations, and can be one or a combination of multiple processing modules such as a central processing unit (CPU), a graphics processing unit (GPU) or a microprocessor unit (MPU).

In a possible design, the electronic device 90 may correspond to the first device in the method embodiment shown in FIG. 3 and FIG. 4, for example, the electronic device 90 may be the first device or a chip in the first device. The electronic device 90 may include a device for executing the method. In order to implement the operations performed by the first device in the above method embodiment, the processor 902 calls the computer program stored in the memory 901 to execute the vehicle control method shown in Figures 3 and 4, which can be specifically as follows:

The first device determines the first area.

In a possible implementation, the method further includes:

When it is determined that the distance between the second device and the first position is less than a preset distance, the first device sends second information to the second device, and the second information is used to indicate that the second device moves along a second path and/or a second position, and the second path includes a movement trajectory of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area.

In a possible embodiment, the method further includes:

The first device determines the third area.

In a possible implementation, the method further includes:

In a possible implementation manner, determining the first area includes:

The specific content of the method executed by the processor 902 can be found in the above-mentioned Figures 3 and 4, which will not be repeated here.

Correspondingly, the processor 902 calls the computer program stored in the memory 901, and can also be used to execute the method steps executed by each unit in the vehicle control device 80 shown in Figure 8 above. The specific content can be found in Figure 8 above and will not be repeated here.

In another possible design, the electronic device 90 may correspond to the second device in the method embodiments shown in FIG. 3 and FIG. 4, for example, the electronic device 90 may be the second device or a chip in the second device. The electronic device 90 may include components for executing the operations executed by the second device in the method embodiments, and the components in the electronic device 90 are respectively for implementing the operations executed by the second device in the method embodiments, the processor 902 calls the computer program stored in the memory 901 to execute the vehicle control method shown in FIG. 3 and FIG. 4, which may be specifically as follows:

In a possible implementation, the method further includes:

In the electronic device 90 described in FIG9 , the motion trajectory included in the planned path sent by the first device to the second device each time is within the risk-free area. After the risk points in the risk area are eliminated, the motion trajectory included in the next planned path sent to the second device is still within the risk-free area, thereby achieving that the motion trajectory of the second device is always within the risk-free area, which can avoid collision accidents and improve vehicle driving safety. safety.

In the case where the electronic device may be a chip or a chip system, reference may be made to the schematic structural diagram of the chip shown in FIG. 10 .

As shown in FIG10 , the chip 100 includes a processor 1001 and an interface 1002. The number of the processors 1001 may be one or more, and the number of the interfaces 1002 may be multiple. It should be noted that the functions corresponding to the processors 1001 and the interfaces 1002 may be implemented by hardware design, software design, or a combination of hardware and software, which is not limited here.

Optionally, the chip 100 may further include a memory 1003, and the memory 1003 is used to store necessary program instructions and data.

In the present application, the processor 1001 may be used to call the implementation program of the vehicle control method provided in one or more embodiments of the present application in the electronic device from the memory 1003, and execute the instructions contained in the program. The interface 1002 may be used to output the execution result of the processor 1001. In the present application, the interface 1002 may be specifically used to output various messages or information of the processor 1001.

For the vehicle control method provided by one or more embodiments of the present application, reference may be made to the embodiments shown in FIG. 3 and FIG. 4 above, which will not be described in detail here.

The processor in the embodiment of the present application may be a central processing unit (CPU), and the processor may also be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

The memory in the embodiment of the present application is used to provide a storage space, in which data such as an operating system and a computer program can be stored. The memory includes, but is not limited to, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), or a portable read-only memory (CD-ROM).

According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer-readable storage medium, in which a computer program is stored. When the computer program runs on one or more processors, the method shown in Figures 3 and 4 can be implemented.

According to the method provided in the embodiment of the present application, the embodiment of the present application also provides a computer program product, and the above-mentioned computer program product includes a computer program. When the above-mentioned computer program runs on a processor, it can implement the method shown in Figures 3 and 4 above.

An embodiment of the present application provides a vehicle end, which includes at least one vehicle control device 80 or electronic device 90 or chip 100 as described above.

An embodiment of the present application also provides a system, which includes a vehicle end and at least one vehicle control device 80 or electronic device 90 or chip 100 such as the above-mentioned vehicle control device 80 or electronic device 90 or chip 100, which is used to execute the steps executed by the corresponding device in any of the embodiments of Figures 3 and 4 above.

An embodiment of the present application also provides a system, which includes a first device and a second device, wherein the first device is used to execute the steps executed by the first device in any of the embodiments in Figures 3 and 4 above, and the second device is used to execute the steps executed by the second device in any of the embodiments in Figures 3 and 4 above.

An embodiment of the present application also provides a processing device, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

It should be understood that the above-mentioned processing device can be a chip. For example, the processing device can be a field programmable gate array (FPGA), a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, a system on chip (SoC), a central processor unit (CPU), a network processor (NP), a digital signal processing circuit (DSP), a microcontroller unit (MCU), a programmable logic device (PLD) or other integrated chips. The disclosed methods, steps and logic block diagrams in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiments of the present application can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in a memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

It can be understood that the memory in the embodiments of the present application can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory can be a random access memory (Random Access Memory). RAM) is used as an external cache memory. By way of example but not limitation, many forms of RAM are available, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchlink DRAM (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a high-density digital video disc (DVD)), or a semiconductor medium (e.g., a solid state disc (SSD)), etc.

The units in the above-mentioned various device embodiments completely correspond to the electronic devices in the method embodiments, and the corresponding modules or units perform the corresponding steps. For example, the communication unit (transceiver) performs the steps of receiving or sending in the method embodiment, and other steps except sending and receiving can be performed by the processing unit (processor). The functions of the specific units can refer to the corresponding method embodiments. Among them, the processor can be one or more.

It is understandable that in the embodiment of the present application, the electronic device can perform some or all of the steps in the embodiment of the present application, and these steps or operations are only examples. The embodiment of the present application can also perform other operations or variations of various operations. In addition, the various steps can be performed in different orders presented in the embodiment of the present application, and it is possible that not all operations in the embodiment of the present application need to be performed.

Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can essentially or in other words, the part that contributes or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage media include: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories ROM, random access memories RAM, magnetic disks or optical disks.

The above description is only a specific implementation mode of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

A vehicle control method, characterized by comprising:

The first device generates first information, where the first information is used to indicate that the second device moves along a first path and/or a first position, where the first path includes a movement track of the second device between a current position and the first position, where the first position is located in a first area, and the first area is an edge area of the second area;

The first device sends the first information to the second device.
The method according to claim 1, characterized in that the method further comprises:

When the distance between the second device and the first position is less than a preset distance, the first device sends second information to the second device, and the second information is used to indicate that the second device moves along a second path and/or a second position, the second path includes a movement trajectory of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area.
The method according to claim 2, wherein the first device sends the second information to the second device, comprising:

When the second area satisfies a first condition, the first device sends the second information to the second device, where the first condition includes that a third device in the second area leaves the second area within a preset time.
The method according to claim 2 or 3 is characterized in that the movement trajectory of the second device between the first position and the second position passes through the second area.
The method according to any one of claims 2 to 4 is characterized in that the movement trajectory of the second device between the first position and the second position is associated with the movement trajectory of a fourth device in the second area.
The method according to claim 5 is characterized in that when the second device moves from the first position to the second position, the outline of the second device does not overlap with the outline of the fourth device.
The method according to any one of claims 1 to 6, characterized in that the method further comprises:

Receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and without receiving the third information, and the third information is used to indicate the movement trajectory of the second device.
The method according to any one of claims 1 to 7, characterized in that the second area includes at least one of the following:

The area where static objects are located, the area corresponding to the motion trajectory of other devices except the second device, the area where the preset road section is located, and the area corresponding to the device used to perform the operation.
A vehicle control method, characterized by comprising:

The second device receives first information sent by the first device, where the first information is used to indicate that the second device moves along a first path and/or a first position, where the first path includes a movement track of the second device between a current position and the first position, and the first position is located in a first area, which is an edge area of the second area;

The second device moves along the first path, and/or the second device moves toward the first position.
The method according to claim 9, characterized in that the distance between the second device and the first position is less than a preset distance; the method further comprises:

The second device receives second information sent by the first device, where the second information is used to indicate that the second device moves along a second path and/or a second position, where the second path includes a movement track of the second device between the first position and the second position, and the second position is located in a third area, and the third area is an edge area of the fourth area;

The second device moves along the second path, and/or the second device moves to the second position.
The method according to claim 10, characterized in that the second area satisfies a first condition, the first condition comprising The third device in the second area leaves the second area within a preset time.
The method according to claim 10 or 11 is characterized in that the movement trajectory of the second device between the first position and the second position passes through the second area.
The method according to any one of claims 10 to 12 is characterized in that the movement trajectory of the second device between the first position and the second position is associated with the movement trajectory of a fourth device in the second area.
The method according to claim 13 is characterized in that when the second device moves from the first position to the second position, the outline of the second device does not overlap with the outline of the fourth device.
The method according to any one of claims 9 to 14, characterized in that the method further comprises:

Receive fourth information, where the fourth information is used to indicate that the second device stops moving at the first position or stops moving before reaching the first position before the second device reaches the first position and without receiving the third information, and the third information is used to indicate a movement trajectory of the second device.
The method according to any one of claims 9 to 15, characterized in that the second area includes at least one of the following:

The area where static objects are located, the area corresponding to the motion trajectory of other devices except the second device, the area where the preset road section is located, and the area corresponding to the device used to perform the operation.
The method according to any one of claims 9 to 16, characterized in that the method further comprises:

The second device displays at least one of the following: the first path, the second path, the first area, the second area, the third area, and the fourth area.
A vehicle control device, characterized by comprising:

a processing unit, configured to generate first information, wherein the first information is used to indicate that the second device moves along a first path and/or a first position, wherein the first path includes a movement track of the second device between a current position and the first position, and the first position is located in a first area, and the first area is an edge area of the second area;

A transceiver unit is used to send the first information to the second device.
A vehicle control device, characterized by comprising:

a transceiver unit, configured to receive first information sent by a first device, wherein the first information is used to indicate that the vehicle control device moves along a first path and/or a first position, wherein the first path includes a movement trajectory of the vehicle control device between a current position and the first position, and the first position is located in a first area, and the first area is an edge area of a second area;

A processing unit is configured to move along the first path and/or to move toward the first position.
An electronic device, characterized in that it comprises: a processor;

When the processor calls the computer program or instruction in the memory, the method according to any one of claims 1 to 8 is executed, or the method according to any one of claims 9 to 17 is executed.
A computer-readable storage medium, comprising:

The computer-readable storage medium is used to store instructions or computer programs; when the instructions or the computer program are executed, the method according to any one of claims 1 to 8 or claims 9 to 17 is implemented.
A computer program product, characterized in that it comprises: instructions or a computer program;

When the instructions or the computer program are executed, the method according to any one of claims 1 to 8 or claims 9 to 17 is implemented.
A chip, characterized by comprising: a processor;

The processor is used to execute instructions; when the instructions are executed, the method according to any one of claims 1 to 8 is implemented, or the method according to any one of claims 9 to 17 is implemented.
A vehicle end, characterized in that it includes the vehicle control device as described in claim 19, or the electronic device as described in claim 20, or the chip as described in claim 23.
A system, characterized in that it includes a vehicle end and at least one vehicle control device as described in claim 18, or a vehicle control device as described in claim 19, or an electronic device as described in claim 20, or a chip as described in claim 23.
A system, characterized in that it includes a first device and a second device; the first device is used to execute the method as described in any one of claims 1 to 8, and the second device is used to execute the method as described in any one of claims 9 to 17.