WO2025185641A1 - 车辆控制方法及相关装置 - Google Patents

车辆控制方法及相关装置

Info

Publication number
WO2025185641A1
WO2025185641A1 PCT/CN2025/080641 CN2025080641W WO2025185641A1 WO 2025185641 A1 WO2025185641 A1 WO 2025185641A1 CN 2025080641 W CN2025080641 W CN 2025080641W WO 2025185641 A1 WO2025185641 A1 WO 2025185641A1
Authority
WO
WIPO (PCT)
Prior art keywords
driving
vehicle
lane
information
intersection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2025/080641
Other languages
English (en)
French (fr)
Other versions
WO2025185641A8 (zh
Inventor
聂珂
陈安林
杨雁茜
李军
钱超杰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shenzhen Yinwang Intelligent Technology Co Ltd
Original Assignee
Shenzhen Yinwang Intelligent Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shenzhen Yinwang Intelligent Technology Co Ltd filed Critical Shenzhen Yinwang Intelligent Technology Co Ltd
Publication of WO2025185641A1 publication Critical patent/WO2025185641A1/zh
Publication of WO2025185641A8 publication Critical patent/WO2025185641A8/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems

Definitions

  • the present application relates to the field of intelligent driving technology, and in particular to a vehicle control method and related devices.
  • a road intersection (also known as a road junction) is the intersection of two or more roads. Its shapes include, but are not limited to, T-shaped, Y-shaped, cross-shaped, X-shaped, and circular. It is a necessary place for vehicles and pedestrians to converge, turn, and evacuate. Traffic lights (also known as traffic lights) are usually installed at road intersections. Traffic lights are controlled by traffic signal controllers to guide vehicles and pedestrians through safe and orderly passage. They are an important tool for strengthening road traffic management, reducing traffic accidents, improving road efficiency, and improving traffic conditions.
  • LCC lane centering control
  • the embodiments of the present application provide a vehicle control method and related devices, which can determine the vehicle's driving behavior at intersections and reduce driving safety risks for vehicles that do not use the global navigation recommendation system in the LCC scenario.
  • embodiments of the present application provide a vehicle control method for a vehicle in a lane centering (LCC) scenario.
  • the vehicle control method comprises: obtaining driving direction indication information for the lane in which the vehicle is located, and generating a first driving decision based on the driving direction indication information.
  • the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.
  • the driving direction information for the lane in which the vehicle is located can be understood as broadly static lane information perceived by the vehicle, including, but not limited to, lane markings, lane guide arrows, lane direction signage, and so on, which are not listed in detail in the present embodiment.
  • the driving direction information corresponding to the lane in which the vehicle is located can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.
  • the vehicle control method further includes: obtaining traffic light information at a first intersection.
  • Generating a first driving decision based on the driving direction indication information includes: determining the type of lane in which the vehicle is located based on the driving direction indication information; if the vehicle's lane is a composite lane including left and right turns, determining first traffic light information at the first intersection based on the color state and/or countdown information in the traffic light information; and generating a first driving decision based on the first traffic light information, the first driving decision being used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first traffic light information or to brake before the first intersection.
  • the scenario when it is determined that the lane where the vehicle is located is a composite lane including left turns and right turns, the scenario can be considered as a scenario with unknown driving intention.
  • the first traffic light information of the first intersection is determined based on the color status and/or countdown information of the traffic light.
  • the first traffic light can be understood as a conservative light. For example, when the traffic light corresponding to the left-turn lane is a circular red color and the traffic light corresponding to the right-turn lane is a circular green color, the circular red traffic light corresponding to the left-turn lane is determined as the first traffic light information of the first intersection, and a first driving decision is generated based on the first traffic light information.
  • the vehicle is controlled to brake before the first intersection according to the first traffic light information and wait for the circular red traffic light to turn green before turning left.
  • the traffic light corresponding to the left-turn lane is green with a countdown of 5 seconds
  • the traffic light corresponding to the right-turn lane is green with a countdown of 20 seconds
  • the traffic light corresponding to the right-turn lane with a countdown of 20 seconds is determined as the first traffic light information of the first intersection, that is, the traffic light with the longest allowed passage time is selected as the first traffic light information
  • a first driving decision is generated based on the first traffic light information, controlling the vehicle to turn right through the first intersection according to the driving direction corresponding to the first traffic light information.
  • the generating of the first driving decision based on the driving direction indication information includes: determining the type of lane in which the vehicle is located based on the driving direction indication information; when the lane in which the vehicle is located is a one-way turn lane, generating a first driving decision for controlling the vehicle to drive in the driving direction indicated by the one-way turn lane at the first intersection; or, when the lane in which the vehicle is located is a composite lane including straight driving, generating a first driving decision for controlling the vehicle to drive straight at the first intersection; or, when the lane in which the vehicle is located is a composite lane including left turns and U-turns, generating a first driving decision for controlling the vehicle to turn left at the first intersection; or, when the lane in which the vehicle is located does not include a driving direction indication, generating a first driving decision for controlling the vehicle to drive straight at the first intersection.
  • the type of lane in which the vehicle is located is first determined based on the driving direction indication information, and then the corresponding first driving decision is generated based on the type of lane in which the vehicle is located.
  • the vehicle is controlled to drive according to the type of lane in which the vehicle is located at the first intersection.
  • corresponding driving decisions are generated based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information to control the vehicle's driving behavior at the intersection, and support the lane centering function for non-straight-across intersections. By deciding the correct driving behavior, the problem of driving safety risks can be reduced.
  • the driver's steering intention information can be understood as a series of actions the driver takes regarding straight or non-straight driving when facing the intersection ahead, including, but not limited to, lever information, steering wheel information, etc., which are not listed one by one in the embodiments of this application.
  • the vehicle's corresponding driving intention can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.
  • the generating of the first driving decision based on the driving direction indication information and the driving steering intention information includes: generating the first driving decision based on the driving direction indication information and the driving steering intention information when the vehicle meets the turning conditions.
  • the driver's driving steering intention information can be understood in multiple ways.
  • the driver's driving steering intention information when facing the intersection ahead can be understood as turning.
  • the driver's driving steering intention information when facing the intersection ahead can be understood as changing lanes.
  • the driver's driving steering intention information is understood as turning, in other words, when the vehicle meets the turning conditions, the first driving decision is generated based on the driving direction indication information and the driving steering intention information.
  • the driver's driving steering intention information is understood as changing lanes, in other words, when the vehicle does not meet the turning conditions, the first driving decision is generated based on the driving direction indication information.
  • the driving steering intention information is understood as changing lanes or turning, and corresponding different methods are adopted to generate driving decisions, which can improve the accuracy of driving decisions and ensure the safety of the vehicle at the first intersection.
  • the above-mentioned turning condition includes at least one of the following: the distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.
  • the vehicle when the distance between the vehicle and the first intersection is less than a first threshold, the vehicle is deemed to have the distance and time to approach the first intersection and to execute a turn, thus meeting the turning condition.
  • the first threshold is not a fixed value and can be adjusted based on different application scenarios.
  • the steering operation force corresponding to the driving steering intention information is greater than a second threshold, the steering intention can be considered significant, and the driving intention information is further deemed to be a turn, thus meeting the turning condition.
  • the steering operation force can refer to the steering lever force or the steering wheel force.
  • the above-mentioned generating a first driving decision based on the above-mentioned driving direction indication information and the driving steering intention information includes: determining the type of lane in which the vehicle is located according to the driving direction indication information; when the driving steering intention information indicates a right turn and the lane in which the vehicle is located is a lane that includes a right turn, generating a first driving decision for controlling the vehicle to turn right at the first intersection; or, when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn, generating a first driving decision for controlling the vehicle to turn left at the first intersection; or, when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a U-turn but does not include a left turn, generating a first driving decision for controlling the vehicle to turn around at the first intersection.
  • the driving direction indication information and the steering intention information are combined to generate a first driving decision.
  • the fusion of the lane-perceived driving direction indication information and the driver's steering intention information can more accurately determine the vehicle's corresponding driving intention, thereby generating a correct first driving decision, instructing the vehicle to follow the vehicle's corresponding driving intention at the first intersection and reducing driving safety risks.
  • a corresponding second driving decision is generated based on the first driving decision and the traffic light information at the first intersection to control the vehicle's driving behavior at the intersection.
  • the traffic light information at the first intersection may include, but is not limited to, traffic light information set at the first intersection, for guiding vehicles and pedestrians to pass through the first intersection safely and orderly.
  • the fusion of the driving direction indication information of the perceived lane, the driver's driving steering intention information and the traffic light information at the first intersection can more accurately determine the vehicle's corresponding driving intention, generate a correct second driving decision that complies with traffic rules, control the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.
  • the generating of the second driving decision based on the traffic light information at the first intersection and the first driving decision includes: when the first driving decision is non-straight driving, determining the second traffic light information at the first intersection corresponding to the first driving decision; generating the second driving decision based on the second traffic light information, the second driving decision being used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection.
  • the generated first driving decision is a non-straight-ahead decision (e.g., a left turn, a right turn, or a U-turn)
  • the second traffic light information at the first intersection corresponding to the first driving decision is determined, and the vehicle is controlled to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection based on the second traffic light information.
  • a correct second driving decision that complies with traffic rules can be generated, and the vehicle can be controlled to travel in the driving direction corresponding to the first driving decision at the first intersection and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.
  • the above-mentioned vehicle control method also includes: when the first driving decision is non-straight driving, generating a third driving decision, the third driving decision is also used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.
  • a third driving decision can also be generated accordingly, instructing the vehicle to output a takeover request, which is used to request the driver to take over the vehicle at the first intersection and complete the intersection turning operation by the driver.
  • the driving direction indication information includes lane guide arrow information and/or lane driving direction sign information.
  • the driving steering intention information includes steering lever information and/or steering wheel steering information.
  • an embodiment of the present application provides a vehicle control device, which is applied to a vehicle in a lane centering (LCC) scenario.
  • the vehicle control device includes a unit for executing the method as described in any one of the first aspects.
  • the apparatus includes:
  • a communication unit used to obtain driving direction indication information of the lane where the vehicle is located
  • the processing unit is used to generate a first driving decision according to the driving direction indication information, where the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.
  • the vehicle control device is a vehicle control device.
  • the communication unit may be a transceiver or an input/output interface; and the processing unit may be at least one processor.
  • the transceiver may be a transceiver circuit.
  • the input/output interface may be an input/output circuit.
  • the vehicle control device is a chip (system) or circuit used in a vehicle control device.
  • the communication unit may be a communication interface (input/output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; and the processing unit may be at least one processor, processing circuit, or logic circuit.
  • embodiments of the present application provide a vehicle control device comprising a processor.
  • the processor is coupled to a memory and can be configured to execute instructions in the memory to implement the method of the first aspect and any possible implementation method described above.
  • the vehicle control device further comprises a memory.
  • the vehicle control device further comprises a communication interface, the processor being coupled to the communication interface.
  • 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 the above-mentioned first aspect and any possible implementation method is implemented.
  • a computer program also referred to as code, or instructions
  • 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 run, it enables the computer to execute the method of the above-mentioned first aspect and any possible implementation method.
  • a computer program also referred to as code, or instructions
  • an embodiment of the present application provides a vehicle, comprising at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.
  • vehicles are vehicles in a broad sense, which can be means of transportation, such as commercial vehicles, passenger cars, trains, etc., industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc.
  • industrial vehicles such as forklifts, trailers, tractors, etc.
  • engineering vehicles such as excavators, bulldozers, cranes, etc.
  • robots etc.
  • the vehicle is used to implement the method described in the first aspect or any possible implementation manner of the first aspect.
  • the process of sending information and/or receiving information in the above method can be understood as the process of the processor outputting information and/or the process of the processor receiving input 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 undergo other processing before it reaches the transceiver.
  • the transceiver or communication interface, or sending module
  • the transceiver receives the information and inputs it into the processor.
  • the information may need to undergo other processing before it is input into the processor.
  • the sending of information mentioned in the above method can be understood as the processor outputting information.
  • the receiving of information can be understood as the processor receiving input information.
  • 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 provided on different chips.
  • ROM read-only memory
  • the at least one memory is located outside the device.
  • the at least one memory is located within the device.
  • part of the at least one memory is located inside the device, and another part of the memory is located outside the device.
  • processor and the memory may also be integrated into one device, that is, the processor and the memory may also be integrated together.
  • corresponding driving decisions are generated based on the driving direction indication information of the lane in which the vehicle is located, the vehicle's driving behavior at the intersection is controlled, and the lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced.
  • FIG1 is a schematic diagram of a system architecture of a vehicle provided in an embodiment of the present application.
  • FIG2 is a schematic diagram of a scenario in which a driver controls a vehicle according to an embodiment of the present application
  • FIG3 is a schematic diagram of a driving scenario provided in an embodiment of the present application.
  • FIG4 is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of the present application.
  • FIG5 is a flow chart of a vehicle control method provided in an embodiment of the present application.
  • FIG6 is a schematic diagram of driving direction indication information provided by an embodiment of the present application.
  • FIG7 is a flow chart of another vehicle control method provided in an embodiment of the present application.
  • FIG8 is a schematic diagram of driving steering intention information provided by an embodiment of the present application.
  • FIG9 is a flow chart of another vehicle control method provided in an embodiment of the present application.
  • FIG10 is a schematic diagram of traffic light information provided by an embodiment of the present application.
  • FIG11 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.
  • FIG12 is a schematic structural diagram of an electronic device provided in an embodiment of the present application.
  • FIG13 is a schematic diagram of the structure of a chip provided in an embodiment of the present application.
  • At least one (item) refers to one or more
  • “more than one” refers to two or more
  • “at least two (items)” refers to two or three and more than three
  • "and/or” is used to describe the association relationship of associated objects, indicating that three relationships may exist.
  • 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 items” or similar expressions refers to any combination of these items, including any combination of single or plural items.
  • At least one of a, b or c can mean: 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.
  • indication can include direct indication, indirect indication, explicit indication, and implicit indication.
  • indication information can include direct indication, indirect indication, explicit indication, and implicit indication.
  • the information indicated by the indication information is referred to as the information to be indicated.
  • the information to be indicated can be directly indicated, such as the information to be indicated itself or an index of the information to be indicated.
  • the information to be indicated can also be indirectly indicated by indicating other information, where the other information is associated with the information to be indicated.
  • only a portion of the information to be indicated can be indicated, while the rest of the information to be indicated is known or agreed upon in advance.
  • the indication of specific information can be achieved by using a pre-agreed (e.g., protocol-specified) order of the various information, thereby reducing indication overhead to a certain extent.
  • the information to be indicated can be sent as a whole or divided into multiple sub-information and sent separately.
  • the transmission period and/or transmission timing of these sub-information can be the same or different.
  • the specific transmission method is not limited in this application.
  • the transmission period and/or transmission timing of these sub-information can be pre-defined, for example, according to a protocol, or can be configured by the transmitting device sending configuration information to the receiving device.
  • Send can be understood as “output” and “receive” can be understood as “input”.
  • Send information to A where "to A” only indicates the direction of information transmission, A is the destination, and does not limit “sending information to A” to direct transmission on the air interface.
  • Send information to A includes sending information directly to A, and also includes sending information indirectly to A through a transmitter, so “sending information to A” can also be understood as “outputting information to A”.
  • receiving information from A indicates that the source of the information is A, including receiving information directly from A, and also including receiving information indirectly from A through a receiver, so “receiving information from A” can also be understood as “inputting information from A”.
  • This application provides a vehicle control method and related devices for use in the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without a global navigation recommendation system.
  • intelligent driving technology such as controlling a vehicle in an LCC scenario without a global navigation recommendation system.
  • Figure 1 is a schematic diagram of a system architecture of a vehicle provided in an embodiment of the present application
  • Figure 2 is a schematic diagram of a scenario in which a driver controls a vehicle provided in an embodiment of the present application.
  • a vehicle 100 may include a power system 11 and a braking system 12 , and optionally, may further include a sensor system 13 , a computing device 14 or a peripheral device 15 , etc. Among them:
  • the power system 11 provides power to the vehicle 100 and may include, for example, one or more of an engine and a power battery.
  • the power system 11 includes a throttle, which includes an accelerator pedal.
  • This accelerator pedal is typically configured to move when a force is applied. As shown in Figure 2 , the driver can press or release the accelerator pedal, causing it to open or retract to a certain angle, thereby controlling the speed of the vehicle 100.
  • the braking system 12 may represent a system for slowing down the vehicle 100 and may also be referred to as a brake system. It may include, but is not limited to, a brake controller, a retarder, or any other structural device for decelerating the vehicle. In some embodiments, the braking system 12 may utilize friction to slow the movement of the vehicle's tires, thereby reducing the vehicle's speed.
  • the braking system 12 of some vehicles includes a brake pedal, which is typically also configured to be movable under force. For example, the driver can step on or release the brake pedal to control the speed of the vehicle 100.
  • the sensor system 13 may include several detection devices (or detection devices) that can measure information and convert the measured information into electrical signals or other required information output according to certain rules.
  • the sensor system 13 of the vehicle 100 includes one or more of the following detection devices: image sensor 131, voice system 132, lidar 133, radar 134, wheel speed sensor 135, steering sensor 136, or positioning system 137.
  • image sensor 131 image sensor 131
  • voice system 132 voice system 132
  • lidar 133 lidar 133
  • radar 134 radar 134
  • wheel speed sensor 135 wheel speed sensor 13
  • steering sensor 136 or positioning system 137.
  • positioning system 137 The following is an illustrative introduction to some of these detection devices:
  • the image sensor 131 is used to capture images, such as pictures and videos.
  • the imaging device includes, but is not limited to, a driving recorder, a camera, a still camera, or other components for taking photos/videos.
  • the image sensor 131 can be configured to capture images of the exterior of the vehicle to obtain information about the vehicle's surrounding environment.
  • the image sensor 131 can be configured to capture images of the interior of the vehicle, such as images of the driver and the cockpit.
  • a driver monitoring system (DMS) is deployed in the vehicle.
  • the DMS includes an image sensor 131, as shown in FIG2 .
  • the image sensor 131 can be positioned toward the driver and, when enabled, can continuously capture images in real time in the direction of the driver.
  • a cockpit monitoring system (CMS) is deployed in the vehicle to capture images of the interior of the cockpit.
  • the vehicle also includes multiple image sensors 131 to simultaneously capture images of both the interior and exterior of the vehicle.
  • the voice system 132 is used to collect sound information.
  • the voice system may include a microphone 153 or be connected to a microphone 153.
  • the voice system 132 also includes a speaker 152, which is used to emit sound.
  • the voice system can interact with the user, for example, by receiving user input (such as collecting voice in the cabin) and/or inputting voice prompts to the user, thereby interacting with the user by voice.
  • the voice system 132 can be used to collect voice in the cabin.
  • the laser radar 133 and the radar 134 are devices that detect through electromagnetic waves (including light). They can obtain relevant information about targets in the object space by emitting signals and receiving echoes, including one or more of the target's distance (or depth), angle, speed, reflectivity, color, etc.
  • the laser radar 133 can be set to face the outside of the vehicle to detect targets around the vehicle.
  • the laser radar 133 and the radar 134 can be used to detect the vehicle's surrounding environment information, such as static environment information, dynamic environment information, etc. around the vehicle.
  • the wheel speed sensor 135 is a sensor for detecting the rotational speed of the vehicle wheels and can obtain the vehicle wheel speed.
  • Common wheel speed sensors 135 may include but are not limited to magnetoelectric wheel speed sensors and/or Hall-effect wheel speed sensors.
  • Steering sensor 136 also known as a steering angle sensor, represents a system for detecting the steering angle of a vehicle.
  • steering sensor 136 can be used to measure the steering angle of the vehicle's steering wheel, or to measure an electrical signal representing the steering angle of the vehicle's steering wheel.
  • steering sensor 136 can also be used to measure the steering angle of the vehicle's tires, or to measure an electrical signal representing the steering angle of the vehicle's tires.
  • Positioning system 137 is a device for obtaining location information. It can be used to achieve real-time positioning of the vehicle and provide the vehicle's geographic location information. Positioning systems such as the Global Positioning System (GPS) or the Beidou Navigation and Positioning System can be used.
  • GPS Global Positioning System
  • Beidou Navigation and Positioning System can be used.
  • the peripheral device 15 may include several components, such as the human-machine interaction (HMI) 151, speaker 152, microphone 153, etc. shown in the figure.
  • HMI is a device connected to input and/or output devices to realize human-machine information interaction, including but not limited to displays (such as the vehicle's central control screen, streaming media rearview mirror, instrument panel, head-up display (HUD), light field screen, or projector, etc.), touch screens, etc.
  • speakers, microphones, etc. can also be regarded as HMI.
  • Speaker 152 also known as a speaker, is used to convert audio electrical signals into sound signals. The vehicle listens to music or listens to hands-free calls through speaker 152.
  • Microphone 153 also known as a microphone, is used to convert sound signals into electrical signals. When making a call or sending a voice message, the user speaks close to microphone 153, and microphone 153 can input the sound signal into the microphone.
  • the computing device 14 is a device with computing and/or control capabilities, and may include one or more processors that can be used to run programs or instructions corresponding to the programs to implement corresponding functions.
  • the computing device is a mobile data center (MDC) (or autonomous driving domain controller), a domain controller (DC), an electronic control unit (ECU), etc., where the DC includes a motion domain controller (MDC) and a vehicle domain controller (VDC).
  • MDC mobile data center
  • DC or autonomous driving domain controller
  • DC domain controller
  • ECU electronic control unit
  • VDC vehicle domain controller
  • the computing device 14 may not be located in the vehicle, for example, in the cloud, roadside equipment, or a data center.
  • computing device 14 can be combined with other components in the vehicle, such as one or more of the power system 11, braking system 12, and sensor system 13 in sensor system 13, to implement driving assistance functions.
  • computing device 14 can control the speed of vehicle 100 based on data collected by sensor system 13.
  • the vehicle further includes a memory for providing storage space.
  • the memory may include volatile memory, such as RAM.
  • the memory may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD).
  • ROM read-only memory
  • HDD hard disk drive
  • SSD solid state drive
  • the memory may also include a combination of the aforementioned types of memory.
  • the memory may also store information such as road maps, driving routes, sensor data, and the like.
  • FIG1 is merely a schematic diagram of a possible functional framework of vehicle 100.
  • vehicle 100 may include more or fewer systems or components, and the present invention is not limited thereto.
  • vehicle 100 may also include a power supply or a communication system.
  • FIG3 is a schematic diagram of a driving scenario provided in an embodiment of the present application.
  • a vehicle 100 is traveling through a road intersection, where a traffic light 200 is provided.
  • a road intersection (also known as a road junction) refers to the intersection of two or more roads. Its shapes include, but are not limited to, T-shaped, Y-shaped, cross-shaped, X-shaped, and circular. It is a necessary place for vehicles and pedestrians to converge, turn, and evacuate. Traffic lights (also known as traffic lights) are usually installed at road intersections. Traffic lights are controlled by traffic signal controllers to guide vehicles and pedestrians through safe and orderly passage. They are an important tool for strengthening road traffic management, reducing traffic accidents, improving road efficiency, and improving traffic conditions.
  • the present application provides a vehicle control system architecture and proposes a new vehicle control method based on the architecture.
  • the corresponding driving decision is generated according to the driving direction indication information of the lane in which the vehicle is located, and the driving behavior of the vehicle at the intersection is controlled.
  • the lane centering function of non-straight-across intersections is supported. By deciding the correct driving behavior, the problem of driving safety risks can be reduced.
  • FIG4 is a schematic diagram of the architecture of a possible vehicle control system provided in an embodiment of the present application.
  • the architecture of the vehicle control system can be applied to the control of vehicles in LCC scenarios that do not use a global navigation recommendation system, and mainly involves three parts: a perception module 401 , a vehicle driving intention judgment module 402 , and a driving decision generation module 403 .
  • the perception module 401, the vehicle driving intention judgment module 402, and the driving decision generation module 403 are connected through a network.
  • the perception module 401 can be used to perceive the driving direction indication information of the lane where the vehicle is located, the driver's driving steering intention information, and traffic light information.
  • the driving direction indication information of the lane where the vehicle is located can be understood as the static information about the lane perceived by the vehicle in a broad sense, for example, including but not limited to: lane lines, lane guide arrow information, lane driving direction sign information, etc., which are not listed one by one in the embodiments of the present application.
  • the driver's driving steering intention information can be understood as a series of straight or non-straight action responses made by the driver when facing the intersection ahead, for example, including but not limited to: lever information, steering wheel steering information, etc., which are not listed one by one in the embodiments of the present application.
  • Traffic light information may include but is not limited to traffic light information set at the intersection, which is used to guide vehicles and pedestrians to pass through the intersection safely and orderly.
  • the vehicle's driving intention determination module 402 can be used to determine the vehicle's driving intention based on one or more of the driving direction indication information of the vehicle's lane, the driver's driving steering intention information, etc., obtained by the perception module 401. On the one hand, the vehicle's driving intention determination module 402 can determine the vehicle's driving intention based on the driving direction indication information of the vehicle's lane. On the other hand, the vehicle's driving intention determination module 402 can determine the vehicle's driving intention based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information.
  • the vehicle's driving intention determination module 402 determines whether the driver's driving steering intention information is obtained. If the vehicle's driving intention determination module 402 does not obtain the driver's driving steering intention information, the vehicle's driving intention is determined based on the driving direction indication information of the vehicle's lane; if the vehicle's driving intention determination module 402 obtains the driver's driving steering intention information, the vehicle's driving intention is determined based on the driving direction indication information of the vehicle's lane and the driver's driving steering intention information.
  • the driving decision generation module 403 can be configured to generate a driving decision based on one or more of the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401.
  • the driving decision is used to control the vehicle to perform a corresponding driving behavior.
  • the driving decision generation module 403 can generate a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402.
  • the driving decision generation module 403 can generate a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401.
  • the driving decision generation module 403 generates a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402. If there is a traffic light at the intersection and it is functioning properly, the driving decision generation module 403 generates a driving decision based on the vehicle's driving intention determined by the driving intention determination module 402 and the traffic light information obtained by the perception module 401.
  • the perception module 401, the vehicle driving intention judgment module 402, and the driving decision generation module 403 can be deployed on an intelligent driving vehicle and connected via a wired or wireless network.
  • the present application also provides a new vehicle control method, which will be described below in conjunction with FIG5 to FIG10 .
  • FIG. 5 is a flow chart of a vehicle control method provided in an embodiment of the present application.
  • This vehicle control method is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system.
  • this vehicle control method includes but is not limited to the following steps:
  • the vehicle control device obtains driving direction indication information of the lane where the vehicle is located.
  • the vehicle control device generates a first driving decision according to the driving direction indication information.
  • the vehicle control device in the embodiments of the present application can be a device equipped with a processor/chip capable of executing computer-executable instructions, or a processor/chip capable of executing computer-executable instructions.
  • the vehicle control device can be an electronic device, or a processor/chip within an electronic device, configured to execute the vehicle control method in the embodiments of the present application, so as to implement a system for determining the vehicle's driving behavior at intersections when the vehicle does not use global navigation recommendations in LCC scenarios, thereby reducing driving safety risks.
  • the architecture of the vehicle control device in this case may specifically refer to the architecture composed of the vehicle's driving intention judgment module 402 and driving decision generation module 403 in the vehicle control system shown in FIG4 .
  • the architecture of the vehicle control system composed of the vehicle control device and the perception device may specifically refer to the architecture of the vehicle control system shown in FIG4 .
  • the perception device is used to detect and obtain the driving direction indication information of the lane in which the vehicle is located, and transmit the driving direction indication information of the lane in which the vehicle is located to the vehicle control device. Accordingly, the vehicle control device receives the driving direction indication information of the lane in which the vehicle is located, and generates a driving decision based on the driving direction indication information of the lane in which the vehicle is located.
  • the architecture of the vehicle control device at this time can also refer to the architecture composed of the perception module 401, the vehicle driving intention judgment module 402 and the driving decision generation module 403 in the vehicle control system shown in Figure 4 above, which will not be repeated here.
  • the vehicle in the embodiment of the present application is an intelligent driving vehicle and can be replaced by a terminal device.
  • the terminal device may include transportation vehicles such as commercial vehicles, passenger cars, trains, etc., industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc., and the embodiment of the present application does not make specific limitations on this.
  • the driving direction indication information of the lane in which the vehicle is located can be understood as static information about the lane perceived by the vehicle in a broad sense.
  • the driving direction information may include, but is not limited to, lane direction arrow information, lane direction sign information, etc., which are not listed in detail in the present embodiment.
  • the driving direction information corresponding to the lane in which the vehicle is located can be more accurately determined, thereby generating correct driving decisions and reducing driving safety risks.
  • the vehicle control device obtains the driving direction indication information of the lane where the vehicle is located, specifically by extracting image data collected by a sensor on the vehicle and obtaining the driving direction indication information after a series of image data processing.
  • FIG. 6 is a schematic diagram of driving direction indication information provided in an embodiment of the present application.
  • lane lines, lane guide arrow information, lane driving direction sign information (also called sky sign information), etc. of a four-lane road at a distance before the intersection are shown.
  • the four lanes can be called lane 1, lane 2, lane 3, and lane 4 from left to right.
  • the lane line between lane 1 and lane 2 can be called lane line a
  • the lane line between lane 2 and lane 3 can be called lane line b
  • the lane line between lane 3 and lane 4 can be called lane line c.
  • the driving direction indication information of lane 1 is a left turn.
  • the driving direction indication information of lane 2 is a straight or left turn.
  • the driving direction indication information of lane 3 is a straight go.
  • the driving direction indication information of lane 4 is a right turn.
  • lane line a Based on lane line a, lane line b, and lane line c, it can be determined that lane changes are allowed between the four lanes. Based on lane line a and lane line b, it can be determined that lane 2 is a composite lane containing multiple driving direction indications (straight go and left turn).
  • a corresponding first driving decision can be generated to control the vehicle's driving behavior at the first intersection in front of the vehicle, and support the lane centering function of non-straight intersections. By deciding the correct driving behavior, the risk of driving safety can be reduced.
  • the driving direction indication information corresponding to the lane in which the vehicle is located can be determined more accurately based on the perceived static information about the lane, thereby generating correct driving decisions and controlling the vehicle to drive according to the driving direction indication information corresponding to the lane at the intersection, thereby reducing the risk of driving safety.
  • generating the first driving decision according to the driving direction indication information in step S502 can be specifically implemented in the following manner:
  • the type of lane the vehicle is in includes but is not limited to: straight, left turn, right turn, U-turn, straight + left turn, straight + right turn, straight + left turn + right turn, left turn + right turn, left turn + U-turn, no ground arrow, etc.
  • corresponding first driving decisions are generated, including but not limited to the following situations:
  • a first driving decision is generated for controlling the vehicle to drive in the driving direction indicated by the one-way turn lane at the first intersection.
  • the first driving decision generated is used to control the vehicle to turn left at the first intersection.
  • the first driving decision generated is used to control the vehicle to turn right at the first intersection.
  • the first driving decision generated is used to control the vehicle to go straight at the first intersection. This embodiment of the present application does not list all of these.
  • a first driving decision is generated for controlling the vehicle to turn left at the first intersection.
  • the driving decision in this case can be further determined by combining the driver's driving intention information and/or the traffic light information at the first intersection. This is not discussed here and will be described in detail later.
  • the vehicle control method further includes:
  • the first traffic light mentioned above can be regarded as a conservative light, and the specific meaning of the conservative light is as follows:
  • the circular red light corresponding to the left-turn lane is determined as the first traffic light information for the first intersection.
  • a relatively conservative red light is selected to maximize driving safety in scenarios with unknown driving intentions.
  • a first driving decision is generated based on this first traffic light information, controlling the vehicle to brake before the first intersection according to this first traffic light information and wait for the circular red light to turn green before turning left.
  • the traffic light corresponding to the left-turn lane has a green countdown of 5 seconds and the traffic light corresponding to the right-turn lane has a green countdown of 20 seconds
  • the traffic light corresponding to the right-turn lane with a green countdown of 20 seconds is determined as the first traffic light information for the first intersection.
  • the traffic light with the longest permitted travel time is selected as the conservative light to maximize driving safety in scenarios with unknown driving intentions.
  • a first driving decision is generated based on this first traffic light information, controlling the vehicle to turn right through the first intersection in the driving direction corresponding to the first traffic light information.
  • the vehicle control method shown in FIG. 7 may be referred to for details to generate a corresponding driving decision.
  • FIG. 7 is a flow chart of another vehicle control method provided in an embodiment of the present application.
  • the vehicle control method provided in the embodiments of the present application is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system.
  • vehicle control device involved in the vehicle control method provided in the embodiment of the present application can refer to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 5 above, and will not be repeated here.
  • the vehicle control method includes but is not limited to the following steps:
  • the vehicle control device obtains driving direction indication information of the lane where the vehicle is located.
  • step S501 in the embodiment shown in FIG5 , and will not be described again here.
  • the vehicle control device obtains the driver's driving steering intention information.
  • step S702 there is no specific order of execution between this step S702 and the above-mentioned step S701.
  • S701 can be executed first and then S702, or S702 can be executed first and then S701, or S701 and S702 can be executed at the same time.
  • the embodiments of the present application do not limit this.
  • the vehicle control device generates a first driving decision according to the driving direction indication information and the driving steering intention information.
  • the above-mentioned driving steering intention information of the driver can be understood as a series of action responses regarding straight driving or non-straight driving made by the driver at the first intersection in front of the vehicle.
  • FIG8 is a schematic diagram of driving steering intention information provided in an embodiment of the present application.
  • the driving steering intention information is obtained as turning left, making a U-turn, or changing lanes to the left.
  • the driving steering intention information is obtained as a left lane change.
  • the driving steering intention information is obtained as a left turn.
  • the driving steering intention information is obtained as a U-turn.
  • the magnitude of the steering wheel rotation amplitude can be distinguished based on the steering wheel rotation amplitude (or force) threshold. For example, when the steering wheel rotation amplitude (or force) to the left is less than the first rotation amplitude/force threshold, the driving steering intention information obtained is a left lane change. When the steering wheel rotation amplitude (or force) to the left is greater than or equal to the first rotation amplitude/force threshold and less than the second rotation amplitude/force threshold, the driving steering intention information obtained is a left turn. When the steering wheel rotation amplitude (or force) to the left is greater than or equal to the second rotation amplitude/force threshold, the driving steering intention information obtained is a U-turn.
  • the driving steering intention information is obtained as turning right or changing lanes to the right.
  • the driving steering intention information is obtained as changing lanes to the right.
  • the driving steering intention information is obtained as turning right.
  • the magnitude of the steering wheel rotation amplitude can be distinguished based on a steering wheel rotation amplitude (or force) threshold. For example, when the steering wheel rotation amplitude (or force) to the right is less than a first rotation amplitude/force threshold, the driving steering intention information obtained is a right lane change. When the steering wheel rotation amplitude (or force) to the right is greater than or equal to the first rotation amplitude/force threshold, the driving steering intention information obtained is a right turn.
  • the driving intention information is obtained as turning left, making a U-turn, or changing lanes to the left.
  • the driving intention information is obtained as a left lane change.
  • the driving intention information is obtained as a left turn.
  • the driving intention information is obtained as a U-turn.
  • the magnitude of the lever movement can be differentiated based on the lever movement (or force) threshold. For example, when the lever movement (or force) is less than the first lever movement/force threshold, the driving steering intention information is obtained as a left lane change. When the steering wheel is turned left by an amplitude (or force) greater than or equal to the first lever movement/force threshold and less than the second lever movement/force threshold, the driving steering intention information is obtained as a left turn. When the steering wheel is turned left by an amplitude (or force) greater than or equal to the second lever movement/force threshold, the driving steering intention information is obtained as a U-turn.
  • the driving intention information is obtained as turning right or changing lanes to the right.
  • the driving intention information is obtained as a lane change to the right.
  • the driving intention information is obtained as a right turn.
  • lever lever amplitude (or force) thresholds can be used to distinguish lever lever amplitudes. For example, when the lever lever amplitude (or force) is less than a first lever lever amplitude/force threshold, the driving steering intention information is obtained as a right lane change. When the lever lever amplitude (or force) is greater than or equal to the first lever lever amplitude/force threshold, the driving steering intention information is obtained as a right turn.
  • the driver may also send the driving steering intention information through voice commands, gesture commands, steering wheel combination buttons, etc.
  • the driver may customize the method of sending the driving steering intention information, such as moving the lever twice in a row, with upward turning for a left turn and downward turning for a right turn; moving the lever only once, with upward turning for a left lane change and downward turning for a right lane change, etc., and the embodiments of the present application do not limit this.
  • a corresponding first driving decision can be generated to control the vehicle's driving behavior at the first intersection in front of the vehicle, support the lane centering function of non-straight-ahead intersections, and reduce driving safety risks by deciding correct driving behavior.
  • the fusion of the driving direction indication information of the perceived lane and the driver's driving steering intention information can more accurately determine the vehicle's corresponding driving intention, thereby generating correct driving decisions and controlling the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, thereby reducing the risk of driving safety.
  • step S703 the generation of the corresponding first driving decision according to the driving direction indication information and the driving steering intention information shown in step S703 can be specifically implemented in the following manner:
  • a first driving decision is generated according to the driving direction indication information and the driving turning intention information.
  • the driver's driving turning intention information facing the front intersection can be interpreted as turning.
  • the first driving decision is generated based on the driving direction indication information and the driving turning intention information.
  • the above-mentioned turning conditions include at least one of the following: the distance between the vehicle and the first intersection is less than a first threshold, and the steering operation force corresponding to the driving steering intention information is greater than a second threshold.
  • first threshold is not a fixed value and can be adjusted according to different application scenarios.
  • the steering operation force corresponding to the driving steering intention information is greater than the second threshold, it can be considered that the steering intention is obvious, and then the driving steering intention information is considered to be steering, which meets the steering conditions.
  • the steering operation force can refer to the steering force of the lever or the steering force of the steering wheel, etc.
  • the scenario can be understood as a vehicle lane change scenario.
  • a first driving decision is generated based on the driving direction indication information.
  • step S502 in the vehicle control method shown in Figure 5 above, which will not be repeated here.
  • whether the current driving scene is a vehicle lane change scene can also be identified based on whether the vehicle meets the lane change conditions.
  • the above lane change conditions include at least one of the following: the distance between the vehicle and the first intersection is greater than or equal to a first threshold, the steering operation force corresponding to the driving steering intention information is less than or equal to a second threshold, and the boundary of the lane where the vehicle is located is a non-solid line and a non-side lane.
  • the vehicle when the distance between the vehicle and the first intersection is greater than or equal to the first threshold, the vehicle can be considered to have sufficient distance and time to complete the lane change and meet the lane change conditions.
  • This first threshold is not a fixed value and can be adjusted according to different application scenarios.
  • the steering operation force can refer to the steering force of the lever or the steering force of the steering wheel, etc.
  • the boundary of the lane where the vehicle is located is not a solid line and is not a side lane, it can be considered that the vehicle has space to change lanes and complies with traffic regulations and meets the lane change conditions.
  • the first driving decision is generated by combining the driving direction indication information and the driving steering intention information.
  • the type of lane the vehicle is in includes but is not limited to: straight, left turn, right turn, U-turn, straight + left turn, straight + right turn, straight + left turn + right turn, left turn + right turn, left turn + U-turn, no ground arrow, etc.
  • the lane type and the driving steering intention information are combined to generate corresponding first driving decisions, including but not limited to the following situations:
  • a first driving decision is generated for controlling the vehicle to turn right at a first intersection.
  • a first driving decision is generated for controlling the vehicle to make a U-turn at the first intersection.
  • a first driving decision can be generated based on the driving steering intention information, or a first driving decision can be generated based on the driving direction indication information, and so on.
  • the embodiments of the present application do not limit this.
  • the driving direction indication information of the perceived lane and the driving steering intention information of the driver are integrated to more accurately determine the corresponding driving intention of the vehicle, thereby generating a correct driving decision, controlling the vehicle to drive according to the corresponding driving intention of the vehicle at the first intersection, supporting the lane centering function at non-straight intersections, and reducing driving safety risks.
  • the corresponding second driving decision may be generated by referring to the vehicle control method shown in FIG. 9 .
  • FIG9 is a flow chart of another vehicle control method provided in an embodiment of the present application.
  • the vehicle control method provided in the embodiments of the present application is applied to the field of intelligent driving technology, such as controlling a vehicle in an LCC scenario without using a global navigation recommendation system.
  • vehicle control device involved in the vehicle control method provided in the embodiment of the present application can refer to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 5 above, and will not be repeated here.
  • the vehicle control device obtains traffic light information at a first intersection.
  • the vehicle control device generates a second driving decision based on the traffic light information at the first intersection and the first driving decision.
  • the above-mentioned first driving decision can be specifically referred to the relevant description of the above-mentioned step S502 or S703, which will not be repeated here.
  • the traffic light information at the first intersection may include, but is not limited to, traffic light information set at the first intersection, for guiding vehicles and pedestrians to pass through the first intersection safely and orderly.
  • FIG10 is a schematic diagram of traffic light information provided in an embodiment of the present application.
  • a traffic light is provided at the first intersection.
  • the traffic light is controlled by a road traffic signal controller to guide vehicles and pedestrians to pass safely and orderly.
  • Lane 1, Lane 2, and Lane 3 the three lanes, from left to right, can be referred to as Lane 1, Lane 2, and Lane 3, respectively.
  • Vehicle 100 is traveling in Lane 2 and is about to reach the first intersection.
  • Traffic lights are configured at the first intersection to guide vehicles in Lanes 1, 2, and 3 through the first intersection safely and orderly.
  • the traffic light corresponding to Lane 1 is a circular red light, indicating that vehicles in Lane 1 are prohibited from passing and must brake before the first intersection and wait for the circular red light to turn green.
  • the traffic light corresponding to Lane 2 is a green countdown of 20 seconds, indicating that vehicles in Lane 2 have 20 seconds remaining to pass.
  • the traffic light corresponding to Lane 3 is a green countdown of 5 seconds, indicating that vehicles in Lane 3 have 5 seconds remaining to pass.
  • a corresponding second driving decision is generated to control the vehicle's driving behavior at the intersection.
  • the risk of running a red light can be reduced and the traffic rules set at the first intersection can be complied with.
  • the integration of the first driving decision and the traffic light information at the first intersection can more accurately determine the vehicle's corresponding driving intention, generate correct driving decisions that comply with traffic rules, and control the vehicle to drive according to the vehicle's corresponding driving intention at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running red lights.
  • step S902 of generating the corresponding second driving decision based on the traffic light information at the first intersection and the first driving decision can be implemented in the following manner:
  • second traffic light information of the first intersection corresponding to the first driving decision is determined; based on the second traffic light information, a second driving decision is generated, and the second driving decision is used to control the vehicle to pass through the first intersection in the driving direction corresponding to the first driving decision or to brake before the first intersection.
  • the second traffic light information of the first intersection corresponding to the first driving decision is determined, and the vehicle is controlled to pass through the first intersection in the driving direction corresponding to the first driving decision or brake before the first intersection according to the second traffic light information.
  • a correct second driving decision that complies with traffic rules can be generated, and the vehicle can be controlled to drive in the driving direction corresponding to the first driving decision at the first intersection, and comply with the traffic rules set at the first intersection, thereby reducing the risk of running a red light.
  • the vehicle control method further includes:
  • a third driving decision is generated.
  • the third driving decision is also used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.
  • a third driving decision can be generated accordingly, instructing the vehicle to output a takeover request, which is used to request the driver to take over the vehicle at the first intersection, and the driver completes the intersection turning operation.
  • the vehicle control method further includes:
  • a fourth driving decision is generated.
  • the fourth driving decision is further used to control the driving speed of the vehicle before the first intersection to be less than a third threshold.
  • a fourth driving decision can also be generated accordingly to control the vehicle's driving speed before the first intersection to be less than a third threshold.
  • the third threshold is not a fixed value and can be adjusted according to different driving application scenarios.
  • speed limits are set before vehicles pass through non-straight intersections, which can avoid possible safety accidents caused by excessive speed after the vehicle enters the intersection and reduce driving risks in the intersection.
  • an apparatus for implementing any method in the embodiments of the present application.
  • an apparatus is provided that includes units (or means) for implementing each step performed by the device in any of the above methods.
  • FIG11 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.
  • the vehicle control device 110 may include a communication unit 1101 and a processing unit 1102.
  • the communication unit 1101 and the processing unit 1102 may be software, hardware, or a combination of software and hardware.
  • the communication unit 1101 can implement a sending function and/or a receiving function, and can also be described as a transceiver unit.
  • the communication unit 1101 can also be a unit that integrates an acquisition unit and a transmission unit, wherein the acquisition unit is used to implement the receiving function and the transmission unit is used to implement the transmission function.
  • the communication unit 1101 can be used to receive information sent by other devices, and can also be used to send information to other devices.
  • the vehicle control device 110 may correspond to the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.
  • the vehicle control device 110 may be an electronic device or a chip in an electronic device.
  • the vehicle control device 110 may include a unit for executing the operations performed by the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above, and each unit in the vehicle control device 110 is respectively for implementing the operations performed by the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.
  • the description of each unit is as follows:
  • the communication unit 1101 is used to obtain the driving direction indication information of the lane where the vehicle is located;
  • the communication unit 1101 is further configured to obtain traffic light information at the first intersection;
  • the processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;
  • the processing unit 1102 is further configured to determine, when the lane in which the vehicle is located is a composite lane including left and right turns, the first traffic light information of the first intersection based on the color state and/or countdown information in the traffic light information;
  • the processing unit 1102 is further configured to generate the first driving decision according to the first traffic light information.
  • the communication unit 1101 is further configured to obtain the driver's steering intention information
  • the processing unit 1102 is specifically configured to generate the first driving decision according to the driving direction indication information and the driving steering intention information.
  • the processing unit 1102 is specifically configured to generate the first driving decision according to the driving direction indication information and the driving steering intention information when the vehicle meets the turning condition.
  • the turning condition includes at least one of the following:
  • the processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn right at the first intersection when the driving steering intention information indicates a right turn;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes a left turn;
  • the processing unit 1102 is further specifically configured to generate a first driving decision for controlling the vehicle to make a U-turn at the first intersection when the driving steering intention information indicates a left turn and the lane in which the vehicle is located is a lane that includes U-turns but does not include left turns.
  • the processing unit 1102 is specifically configured to determine the type of lane in which the vehicle is located based on the driving direction indication information;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to travel in a driving direction indicated by the single-turn lane at the first intersection when the lane where the vehicle is located is a single-turn lane;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located is a composite lane including a straight lane;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to turn left at the first intersection when the lane in which the vehicle is located is a composite lane including a left turn and a U-turn;
  • the processing unit 1102 is further configured to generate a first driving decision for controlling the vehicle to go straight at the first intersection when the lane where the vehicle is located does not include a driving direction indication.
  • the communication unit 1101 is further configured to obtain traffic light information at the first intersection;
  • the processing unit 1102 is further configured to generate a second driving decision based on the traffic light information at the first intersection and the first driving decision.
  • the processing unit 1102 is specifically configured to, when the first driving decision is non-straight driving, determine second traffic light information of the first intersection corresponding to the first driving decision;
  • the processing unit 1102 is further specifically configured to generate the second driving decision based on the second traffic light information, wherein the second driving decision is configured to control the vehicle to pass through the first intersection or brake before the first intersection in the driving direction corresponding to the first driving decision.
  • the processing unit 1102 is also used to generate a third driving decision when the first driving decision is non-straight driving, and the third driving decision is used to instruct the vehicle to output a takeover request, and the takeover request is used to request the driver to take over the vehicle at the first intersection.
  • the driving direction indication information includes lane guidance arrow information and/or lane driving direction sign information.
  • the driving steering intention information includes steering lever information and/or steering wheel steering information.
  • the steps executed by them can refer to the corresponding implementation methods of the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.
  • each unit in the device shown in Figure 11 can be separately or all merged into one or several other units to constitute, or a certain (some) unit therein can also be split into multiple smaller units 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.
  • the function of a unit can also be realized by multiple units, or the function of multiple units can be realized by one unit.
  • other units can also be included based on electronic equipment.
  • these functions can also be implemented with the assistance of other units, and can be implemented by collaboration of multiple units.
  • each unit may also refer to the corresponding description of the method embodiments shown in FIG. 5 , FIG. 7 , and FIG. 9 .
  • corresponding driving decisions are generated based on the driving direction indication information of the lane where the vehicle is located, and the vehicle's driving behavior at the intersection is controlled.
  • the lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced.
  • vehicle control device 110 may be an electronic device
  • the electronic device 120 shown in FIG12 is merely an example, and the electronic device of the embodiment of the present application may further include other components, or include components with similar functions to the components in FIG12 , or may not include all the components in FIG12 .
  • the electronic device 120 includes a transceiver interface 1201 and at least one processor 1202 .
  • the electronic device 120 may correspond to a vehicle control device.
  • the transceiver interface 1201 is used to send and receive signals, and the at least one processor 1202 executes program instructions so that the electronic device 120 implements the corresponding process of the method executed by the corresponding device in the above method embodiment.
  • the electronic device 120 may correspond to the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.
  • the electronic device 120 may be a vehicle control device or a chip in the vehicle control device.
  • the electronic device 120 may include components for executing the operations performed by the vehicle control device in the above method embodiments, and each component in the electronic device 120 is respectively for implementing the operations performed by the vehicle control device in the above method embodiments. Specifically, it may be as follows:
  • Acquire driving direction indication information of the lane in which the vehicle is located and generate a first driving decision based on the driving direction indication information.
  • the first driving decision is used to control the driving behavior of the vehicle at a first intersection, where the first intersection is the intersection in front of the vehicle.
  • the steps executed can refer to the corresponding implementation methods of the vehicle control device in the method embodiments shown in Figures 5, 7, and 9 above.
  • corresponding driving decisions are generated based on the driving direction indication information of the lane where the vehicle is located, and the driving behavior of the vehicle at the intersection is controlled.
  • the lane centering function for non-straight-across intersections is supported. By deciding the correct driving behavior, the risk of driving safety can be reduced.
  • vehicle control device 110 can be a chip or a chip system
  • chip 130 includes a processor 1301 and an interface 1302. There may be one or more processors 1301, and there may be multiple interfaces 1302. It should be noted that the functions of processor 1301 and interface 1302 can be implemented through hardware design, software design, or a combination of hardware and software, without limitation.
  • the chip 130 may further include a memory 1303 , which is used to store necessary program instructions and data.
  • the processor in the embodiments of the present application may be a central processing unit (CPU), but may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • DSPs digital signal processors
  • ASICs application-specific integrated circuits
  • FPGAs field programmable gate arrays
  • a general-purpose processor may be a microprocessor or any conventional processor.
  • the memory in the embodiments of the present application is used to provide storage space, which can store data such as an operating system and computer programs.
  • Memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).
  • the embodiment of the present application also provides a computer-readable storage medium, in which a computer program is stored.
  • a computer program runs on one or more processors, the method shown in Figures 5, 7, and 9 can be implemented.
  • the embodiment of the present application also provides a computer program product, which includes a computer program.
  • a computer program product which includes a computer program.
  • the computer program runs on a processor, it can implement the methods shown in Figures 5, 7, and 9 above.
  • An embodiment of the present application further provides an intelligent driving vehicle, which includes at least one vehicle control device 110 , or electronic device 120 , or chip 130 .
  • An embodiment of the present application further 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.
  • the above-mentioned processing device can be a chip.
  • the units in the above-mentioned various device embodiments and the electronic devices in the method embodiments are completely corresponding, and the corresponding steps are performed by the corresponding modules or units.
  • the communication unit (transceiver) performs the receiving or sending steps in the method embodiment, and the 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, there can be one or more processors.
  • the disclosed systems, devices and methods can be implemented in other ways.
  • the device embodiments described above are merely schematic.
  • the division of the units is merely a logical function division.
  • 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 separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.
  • 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.
  • 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.
  • the computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.
  • the aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

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Abstract

一种车辆控制方法及相关装置，应用于车道居中保持LCC场景下的车辆，该方法包括：获取车辆所在车道的行车方向指示信息（S501），根据该行车方向指示信息，生成第一行驶决策（S502），其中，该第一行驶决策用于控制车辆在第一路口时的行驶行为，该第一路口为车辆前方的路口。该方法对于LCC场景下未使用全局导航推荐系统的车辆，根据感知到的关于车道的静态信息，可以更为精准的确定车辆所在车道对应的行车方向指示信息，从而生成正确的行驶决策，控制车辆在路口时按照车道对应的行车方向指示信息行驶，支持非直行过路口的车道居中保持功能，可以降低行驶安全风险的问题。

Description

车辆控制方法及相关装置
本申请要求于2024年03月06日提交中国国家知识产权局、申请号为202410266767.2、申请名称为“车辆控制方法及相关装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及智能驾驶技术领域，尤其涉及一种车辆控制方法及相关装置。
背景技术
道路交叉口(也可以称为路口)指的是两条或两条以上道路的相交处，其形式包括但不限于T形、Y形、十字形、X形、环形等，是车辆与行人汇集、转向和疏散的必经之地。通常在道路交叉口设置有道路交通信号灯(也可以称为红绿灯)，道路交通信号灯由道路交通信号控制机控制，指导车辆和行人安全有序地通行，是加强道路交通管理，减少交通事故的发生，提高道路使用效率，改善交通状况的一种重要工具。
目前辅助驾驶技术方案中，对于使用全局导航推荐的系统，车辆通过路口时主要是基于导航路径规划决策车辆在该路口的行驶行为。
但是，车道居中保持(lane centering control，LCC)场景下的车辆未使用全局导航推荐的系统，无法基于导航路径规划决策车辆在路口的行驶行为，从而导致可能存在行驶安全风险的问题。
发明内容
本申请实施例提供了一种车辆控制方法及相关装置，对于LCC场景下车辆未使用全局导航推荐的系统，可以决策车辆在路口的行驶行为，降低行驶安全风险的问题。
第一方面，本申请实施例提供了一种车辆控制方法，应用于车道居中保持LCC场景下的车辆，该车辆控制方法包括：获取车辆所在车道的行车方向指示信息，根据行车方向指示信息，生成第一行驶决策。其中，第一行驶决策用于控制车辆在第一路口时的行驶行为，第一路口为车辆前方的路口。
本申请实施例中，对于LCC场景下未使用全局导航推荐系统的车辆，无法基于导航路径规划决策车辆在路口的行驶行为，从而不支持非直行过路口的车道居中保持功能。而本申请实施例中根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
可选地，车辆所在车道的行车方向指示信息，可以理解为是广义概念上的车辆感知到的关于车道的静态信息，例如，包括但不限于：车道线，车道导向箭头信息，车道行驶方向指示牌信息，等等，本申请实施例对此不一一列举。结合多种感知到的关于车道的静态信息，可以更为精准的确定车辆所在车道对应的行车方向指示信息，从而生成正确的行驶决策，降低行驶安全风险的问题。
在第一方面的一种可能的实施方式中，上述车辆控制方法还包括：获取第一路口的交通信号灯信息。上述根据行车方向指示信息，生成第一行驶决策，包括：根据行车方向指示信息，确定车辆所在车道的类型；在车辆所在车道为包含左转和右转的复合车道的情况下，根据交通信号灯信息中的颜色状态和/或倒计时信息，确定第一路口的第一交通信号灯信息；根据第一交通信号灯信息，生成第一行驶决策，第一行驶决策用于控制车辆按照第一交通信号灯信息对应的行车方向通过第一路口或在第一路口前制动。
在本申请实施方式中，当确定车辆所在车道为包含左转和右转的复合车道时，可以认为该场景为行驶意图未知的场景，此时根据交通信号灯的颜色状态和/或倒计时信息，确定第一路口的第一交通信号灯信息，该第一交通信号灯可以理解为是保守灯，例如，当左转车道对应的交通信号灯为圆形红色，右转车道对应的交通信号灯为圆形绿色，则将左转车道对应的圆形红色的交通信号灯确定为第一路口的第一交通信号灯信息，并根据该第一交通信号灯信息生成第一行驶决策，控制车辆按照该第一交通信号灯信息在第一路口前制动，等待圆形红色交通信号灯变绿色后左转。再例如，当左转车道对应的交通信号灯为绿色倒计时5秒，右转车道对应的交通信号灯为绿色倒计时20秒，则将右转车道对应的绿色倒计时20秒的交通信号灯确定为第一路口的第一交通信号灯信息，即选取允许通行时间最长的交通信号灯作为第一交通信号灯信息，并根据该第一交通信号灯信息生成第一行驶决策，控制车辆按照该第一交通信号灯信息对应的行车方向右转通过第一路口。通过本申请实施例，可以在转向意图未知的情况下保守选灯，遵守第一路口设置的交通规则，降低闯红灯的安全风险。
在第一方面的一种可能的实施方式中，上述根据行车方向指示信息，生成第一行驶决策，包括：根据行车方向指示信息，确定车辆所在车道的类型；在车辆所在车道为单转向车道的情况下，生成用于控制车辆在第一路口时按照单转向车道指示的行车方向行驶的第一行驶决策；或者，在车辆所在车道为包含直行的复合车道的情况下，生成用于控制车辆在第一路口直行的第一行驶决策；或者，在车辆所在车道为包含左转和掉头的复合车道的情况下，生成用于控制车辆在第一路口左转的第一行驶决策；或者，在车辆所在车道为不包含行车方向指示的情况下，生成用于控制车辆在第一路口直行的第一行驶决策。
在本申请实施方式中，当仅根据行车方向指示信息生成第一行驶决策时，首先根据行车方向指示信息确定车辆所在车道的类型，进而再根据车辆所在车道的类型，生成相应的第一行驶决策，控制车辆在第一路口时按照车辆所在车道的类型行驶，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
在第一方面的一种可能的实施方式中，上述车辆控制方法还包括：获取驾驶员的驾驶转向意图信息；上述根据行车方向指示信息，生成第一行驶决策，包括：根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。
在本申请实施方式中，对于LCC场景下未使用全局导航推荐系统的车辆，根据车辆所在车道的行车方向指示信息以及驾驶员的驾驶转向意图信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
可选地，驾驶员的驾驶转向意图信息，可以理解为是驾驶员在面对前方路口做出的一系列关于直行或非直行的动作响应，例如，包括但不限于：拨杆信息，方向盘转向信息，等等，本申请实施例对此不一一列举。融合感知车道的行车方向指示信息以及驾驶员的驾驶转向意图信息，可以更为精准的确定车辆对应的行驶意图，从而生成正确的行驶决策，降低行驶安全风险的问题。
在第一方面的一种可能的实施方式中，上述根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策，包括：在车辆满足转向条件的情况下，根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。
在本申请实施方式中，当根据车辆所在车道的行车方向指示信息以及驾驶员的驾驶转向意图信息生成相应的第一行驶决策时，驾驶员的驾驶转向意图信息可以有多种理解，一方面当车辆满足转向条件的情况下，可以将驾驶员在面对前方路口的驾驶转向意图信息理解为转向，另一方面当车辆不满足转向条件的情况下，可以将驾驶员在面对前方路口的驾驶转向意图信息理解为变道。当驾驶员的驾驶转向意图信息理解为转向时，换言之，在车辆满足转向条件的情况下，根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。当驾驶员的驾驶转向意图信息理解为变道时，换言之，在车辆不满足转向条件的情况下，根据行车方向指示信息，生成第一行驶决策。
通过本申请实施例，针对驾驶转向意图信息理解为变道或转向，分别采取相应不同的方式生成行驶决策，可以提高行驶决策的准确性，保证车辆在第一路口的安全性。
在第一方面的一种可能的实施方式中，上述转向条件包括以下至少一项：车辆与第一路口的距离小于第一阈值，驾驶转向意图信息对应的转向操作力度大于第二阈值。
在本申请实施方式中，当车辆与第一路口的距离小于第一阈值时，可以认为车辆具备接近第一路口的距离和时间执行转向，符合转向条件。可以理解的是，该第一阈值不是固定的值，可以根据应用场景的不同而做调整。当驾驶转向意图信息对应的转向操作力度大于第二阈值时，可以认为转向意图明显，进而认为该驾驶意图信息为转向，符合转向条件，可以理解的是，该转向操作力度可以指的是拨杆转向力度或方向盘转向力度。
在第一方面的一种可能的实施方式中，上述根据上述行车方向指示信息和驾驶转向意图信息，生成第一行驶决策，包括：根据行车方向指示信息，确定车辆所在车道的类型；在驾驶转向意图信息指示右转的情况下，车辆所在车道为包含右转的车道的情况下，生成用于控制车辆在第一路口右转的第一行驶决策；或者，在驾驶转向意图信息指示左转，车辆所在车道为包含左转的车道的情况下，生成用于控制车辆在第一路口左转的第一行驶决策；或者，在驾驶转向意图信息指示左转，车辆所在车道为包含掉头且不包含左转的车道的情况下，生成用于控制车辆在第一路口掉头的第一行驶决策。
在本申请实施方式中，当获取到驾驶员的驾驶转向意图信息且该车辆满足转向条件时，结合行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。对于LCC场景下未使用全局导航推荐系统的车辆，融合感知车道的行车方向指示信息以及驾驶员的驾驶转向意图信息，可以更为精准的确定车辆对应的行驶意图，从而生成正确的第一行驶决策，指示车辆在第一路口时按照车辆对应的行驶意图行驶，降低行驶安全风险的问题。
在第一方面的一种可能的实施方式中，上述车辆控制方法还包括：获取第一路口的交通信号灯信息；根据第一路口的交通信号灯信息、第一行驶决策，生成第二行驶决策。
在本申请实施方式中，对于LCC场景下未使用全局导航推荐系统的车辆，根据第一行驶决策以及第一路口的交通信号灯信息生成相应的第二行驶决策，控制车辆在路口的行驶行为，通过决策正确的行驶行为，可以降低闯红灯的风险，遵守第一路口设置的交通规则。
可选地，第一路口的交通信号灯信息，可以包括但不限于设置在第一路口上的红绿灯信息，用于指导车辆和行人在第一路口安全有序地通行。
通过本申请实施例，对于LCC场景下未使用全局导航推荐系统的车辆，融合感知车道的行车方向指示信息、驾驶员的驾驶转向意图信息以及第一路口的交通信号灯信息，可以更为精准的确定车辆对应的行驶意图，生成正确的符合交通规则的第二行驶决策，控制车辆在第一路口时按照车辆对应的行驶意图行驶，且遵守第一路口设置的交通规则，降低闯红灯风险的问题。
在第一方面的一种可能的实施方式中，上述根据第一路口的交通信号灯信息、第一行驶决策，生成第二行驶决策，包括：在第一行驶决策为非直行的情况下，确定与第一行驶决策对应的第一路口的第二交通信号灯信息；根据第二交通信号灯信息，生成第二行驶决策，第二行驶决策用于控制车辆按照第一行驶决策对应的行车方向通过第一路口或在第一路口前制动。
在本申请实施方式中，当生成的第一行驶决策为非直行(例如，左转、右转、掉头)时，确定与第一行驶决策对应的第一路口的第二交通信号灯信息，根据该第二交通信号灯信息控制车辆按照第一行驶决策对应的行车方向通过第一路口或在第一路口前制动。通过本申请实施例，可以在第一行驶决策为非直行的情况下，生成正确的符合交通规则的第二行驶决策，控制车辆在第一路口时按照第一行驶决策对应的行车方向行驶，且遵守第一路口设置的交通规则，降低闯红灯风险的问题。
在第一方面的一种可能的实施方式中，上述车辆控制方法还包括：在第一行驶决策为非直行的情况下，生成第三行驶决策，第三行驶决策还用于指示车辆输出接管请求，接管请求用于请求驾驶员在第一路口接管车辆。
在本申请实施方式中，当指示车辆在第一路口非直行(例如，左转、右转、掉头)时，相应还可以生成第三行驶决策，指示车辆输出接管请求，用于请求驾驶员在第一路口接管车辆，由驾驶员完成路口转向操作。
在第一方面的一种可能的实施方式中，上述行车方向指示信息包括车道导向箭头信息和/或车道行驶方向指示牌信息。
在第一方面的一种可能的实施方式中，上述驾驶转向意图信息包括转向拨杆信息和/或方向盘转向信息。
第二方面，本申请实施例提供了一种车辆控制装置，应用于车道居中保持LCC场景下的车辆，该车辆控制装置包括用于执行如第一方面任一项所述方法的单元。
在一种可能的设计中，该装置包括：
通信单元，用于获取车辆所在车道的行车方向指示信息；
处理单元，用于根据行车方向指示信息，生成第一行驶决策，第一行驶决策用于控制车辆在第一路口时的行驶行为，第一路口为车辆前方的路口。
关于第二方面以及任一项可能的实施方式所述的处理单元和通信单元，其执行的步骤可参考对应于第一方面以及相应的实施方式。
关于第二方面以及任一项可能的实施方式所带来的技术效果，可参考对应于第一方面以及相应的实施方式的技术效果的介绍。
可选的，在上述第二方面以及任一项可能的实施方式所述的车辆控制装置中：
在一种实现方式中，该车辆控制装置为车辆控制设备。当该车辆控制装置为车辆控制设备时，通信单元可以是收发器，或，输入/输出接口；处理单元可以是至少一个处理器。可选地，收发器可以为收发电路。可选地，输入/输出接口可以为输入/输出电路。
在另一种实现方式中，该车辆控制装置为用于车辆控制设备中的芯片(系统)或电路。当该车辆控制装置为用于车辆控制设备中的芯片(系统)或电路时，通信单元可以是该芯片(系统)或电路上的通信接口(输入/输出接口)、接口电路、输出电路、输入电路、管脚或相关电路等；处理单元可以是至少一个处理器、处理电路或逻辑电路等。
第三方面，本申请实施例提供了一种车辆控制装置，该车辆控制装置包括处理器。该处理器与存储器耦合，可用于执行存储器中的指令，以实现上述第一方面以及任一项可能的实施方式的方法。可选地，该车辆控制装置还包括存储器。可选地，该车辆控制装置还包括通信接口，处理器与通信接口耦合。
第四方面，本申请实施例提供了一种芯片，包括：逻辑电路和通信接口。所述通信接口，用于接收信息或者发送信息；所述逻辑电路，用于通过所述通信接口接收信息或者发送信息，使得所述芯片执行上述第一方面以及任一项可能的实施方式的方法。
第五方面，本申请实施例提供了一种计算机可读存储介质，所述计算机可读存储介质用于存储计算机程序(也可以称为代码，或指令)；当所述计算机程序在计算机上运行时，使得上述第一方面以及任一项可能的实施方式的方法被实现。
第六方面，本申请实施例提供了一种计算机程序产品，所述计算机程序产品包括：计算机程序(也可以称为代码，或指令)；当所述计算机程序被运行时，使得计算机执行上述第一方面以及任一项可能的实施方式的方法。
第七方面，本申请实施例提供一种车辆，所述车辆包括至少一个如第二方面所述的车辆控制装置，或第三方面所述的车辆控制装置，或第四方面所述的芯片。
其中，车辆为广义概念上的车辆，可以是交通工具，如商用车、乘用车、火车等，工业车辆(如：叉车、挂车、牵引车等)，工程车辆(如挖掘机、推土车、吊车等)，机器人等。
可选地，该车辆用于实现第一方面或第一方面任意一种可能的实施方式所描述的方法。
此外，在执行上述第一方面以及任一项可能的实施方式所述的方法的过程中，上述方法中有关发送信息和/或接收信息等的过程，可以理解为由处理器输出信息的过程，和/或，处理器接收输入的信息的过程。在输出信息时，处理器可以将信息输出给收发器(或者通信接口、或发送模块)，以便由收发器进行发射。信息在由处理器输出之后，还可能需要进行其他的处理，然后才到达收发器。类似的，处理器接收输入的信息时，收发器(或者通信接口、或发送模块)接收信息，并将其输入处理器。更进一步的，在收发器收到该信息之后，该信息可能需要进行其他的处理，然后才输入处理器。
基于上述原理，举例来说，前述方法中提及的发送信息可以理解为处理器输出信息。又例如，接收信息可以理解为处理器接收输入的信息。
可选的，对于处理器所涉及的发射、发送和接收等操作，如果没有特殊说明，或者，如果未与其在相关描述中的实际作用或者内在逻辑相抵触，则均可以更加一般性的理解为处理器输出和接收、输入等操作。
可选的，在执行上述第一方面以及任一项可能的实施方式所述的方法的过程中，上述处理器可以是专门用于执行这些方法的处理器，也可以是通过执行存储器中的计算机指令来执行这些方法的处理器，例如通用处理器。上述存储器可以为非瞬时性(non-transitory)存储器，例如只读存储器(Read Only Memory，ROM)，其可以与处理器集成在同一块芯片上，也可以分别设置在不同的芯片上，本申请实施例对存储器的类型以及存储器与处理器的设置方式不做限定。
在一种可能的实施方式中，上述至少一个存储器位于装置之外。
在又一种可能的实施方式中，上述至少一个存储器位于装置之内。
在又一种可能的实施方式之中，上述至少一个存储器的部分存储器位于装置之内，另一部分存储器位于装置之外。
本申请中，处理器和存储器还可能集成于一个器件中，即处理器和存储器还可以被集成在一起。
本申请中，对于LCC场景下未使用全局导航推荐系统的车辆，根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单地介绍，显而易见地，下面所描述的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的一种车辆的系统架构示意图；
图2为本申请实施例提供的一种驾驶员控制车辆的场景示意图；
图3为本申请实施例提供的一种驾驶场景的示意图；
图4为本申请实施例提供的一种车辆控制系统的架构示意图；
图5为本申请实施例提供的一种车辆控制方法的流程示意图；
图6为本申请实施例提供的一种行车方向指示信息的示意图；
图7为本申请实施例提供的另一种车辆控制方法的流程示意图；
图8为本申请实施例提供的一种驾驶转向意图信息的示意图；
图9为本申请实施例提供的又一种车辆控制方法的流程示意图；
图10为本申请实施例提供的一种交通信号灯信息的示意图；
图11为本申请实施例提供的一种车辆控制装置的结构示意图；
图12为本申请实施例提供的一种电子设备的结构示意图；
图13为本申请实施例提供的一种芯片的结构示意图。
具体实施方式
为了使本申请的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图对本申请实施例进行描述。
本申请的说明书、权利要求书及附图中的术语“第一”和“第二”等是用于区别不同对象，而不是用于描述特定顺序。此外，术语“包括”和“具有”以及它们的任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或单元的过程、方法、系统、产品或设备等，没有限定于已列出的步骤或单元，而是可选地还包括没有列出的步骤或单元等，或可选地还包括对于这些过程、方法、产品或设备等固有的其它步骤或单元。
在本文中提及的“实施例”意味着，结合实施例描述的特定特征、结构或特性可以包含在本申请的至少一个实施例中。在说明书中的各个位置出现该短语并不一定均是指相同的实施例，也不是与其它实施例互斥的独立的或备选的实施例。本领域技术人员可以显式地和隐式地理解的是，在本申请的各个实施例中，如果没有特殊说明以及逻辑冲突，各个实施例之间的术语和/或描述具有一致性、且可以相互引用，不同的实施例中的技术特征根据其内在的逻辑关系可以组合形成新的实施例。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或两个以上，“至少两个(项)”是指两个或三个及三个以上，“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
需要说明的是，在本申请中，“指示”可以包括直接指示、间接指示、显示指示、隐式指示。当描述某一指示信息用于指示A时，可以理解为该指示信息携带A、直接指示A，或间接指示A。
本申请中，指示信息所指示的信息，称为待指示信息。在具体实现过程中，对待指示信息进行指示的方式有很多种，例如但不限于，可以直接指示待指示信息，如待指示信息本身或者该待指示信息的索引等。也可以通过指示其它信息来间接指示待指示信息，其中该其它信息与待指示信息之间存在关联关系。还可以仅仅指示待指示信息的一部分，而待指示信息的其它部分则是已知的或者提前约定的。例如，还可以借助预先约定(例如协议规定)的各个信息的排列顺序来实现对特定信息的指示，从而在一定程度上降低指示开销。待指示信息可以作为一个整体一起发送，也可以分成多个子信息分开发送，而且这些子信息的发送周期和/或发送时机可以相同，也可以不同。具体发送方法本申请不进行限定。其中，这些子信息的发送周期和/或发送时机可以是预先定义的，例如根据协议预先定义的，也可以是发射端设备通过向接收端设备发送配置信息来配置的。
需要说明的是，本申请中“发送”可以理解为“输出”，“接收”可以理解为“输入”。“向A发送信息”，其中“向A”只是表示信息传输的走向，A是目的地，不限制“向A发送信息”一定是空口上的直接发送。“向A发送信息”包括直接向A发送信息，也包括通过发射机间接向A发送信息，所以“向A发送信息”也可以理解为“输出去向A的信息”。同理，“接收来自A的信息”，表示该信息的来源是A，包括直接从A接收信息，也包括通过接收机间接接收来自A的信息，所以“接收来自A的信息”也可以理解为“输入来自A的信息”。
本申请提供了一种车辆控制方法及相关装置，应用于智能驾驶技术领域，如LCC场景下未使用全局导航推荐系统的车辆的控制。为了更清楚地描述本申请的方案，下面先介绍本申请可能应用的一种车辆及其使用场景。
请参阅图1和图2，图1为本申请实施例提供的一种车辆的系统架构示意图，图2为本申请实施例提供的一种驾驶员控制车辆的场景示意图。
如图1和图2所示，车辆100可以包括动力系统11和制动系统12，可选地，还可以包括传感器系统13、计算设备14或外围设备15等。其中：
动力系统11为车辆100提供动力，例如包括发动机、动力电池等中的一项或者多项。动力系统11包括油门，油门包括油门踏板，该油门踏板通常被设置为在受力情况下可活动。如图2，驾驶员能够踩踏或松开油门踏板，使得油门踏板张开或收回一定角度，使得车辆100的行驶速度被控制。
制动系统12可代表用于减慢车辆100的行驶速度的系统，也可称为刹车系统。其可包括但不限于刹车控制器、减速器或其他用于车辆减速的任意结构器件等。在一些方案中，制动系统12可利用摩擦来使车辆轮胎运动减慢，进而降低车辆的行驶速度。一些车辆的制动系统12包括刹车踏板，刹车踏板通常也被设置为在受力情况下可活动。比如，驾驶员能够踩踏或松开刹车踏板，使得车辆100的行驶速度被控制。
传感器系统13可包括若干检测装置(或称探测装置)，这些检测装置能测量信息，并将测量到的信息按照一定规律将其转换为电信号或者其他所需形式的信息输出。如图1示出，车辆100的传感器系统13包括以下检测装置中的一种或多种：图像传感器131、语音系统132、激光雷达133、雷达134、轮速传感器135、转向传感器136、或定位系统137等。下面示例性地对其中部分检测装置进行介绍：
图像传感器131用于拍摄影像，例如图像和视频等。一些具体实现中，该摄像装置包括但不限于行车记录仪、摄像头、相机、或其他用于拍照/摄影的元件等。可选地，图像传感器131可以设置为拍摄车辆外部的图像从而得到车辆的周围环境信息。或者可选的，图像传感器131可以设置为拍摄车辆的内部的图像，比如拍摄驾驶员、座舱的图像。示例性地，车辆内部署了驾驶员监测系统(driver monitor system，DMS)，DMS系统包括了图像传感器131，如图2所示，该图像传感器131可设置在朝向驾驶员的位置，其启用后可实时、连续地采集朝向驾驶员方向的图像。再示例性地，车辆内部署了座舱监控系统(cockpitmonitoring system，CMS)，可采集座舱内的图像。当然，具体实现中，车辆也包括多个图像传感器131，同时拍摄车辆内部的图像和车辆外部的图像。
语音系统132用于采集声音信息。比如，语音系统可包括麦克风153或者与麦克风153连接。一些方案中，语音系统132还包括扬声器152，扬声器152用于发出声音。进一步的，语音系统可以与用户进行交互，例如接收用户输入的语音(如采集座舱内的语音)，和/或向用户输入语音提示，从而与用户进行语音交互。一些方案中，语音系统132可以用于采集座舱内的语音。
激光雷达133和雷达134是通过电磁波(包括光)来进行探测的装置，其可以通过发射信号并接收回波来得到物空间的目标的相关信息，包括目标的距离(或深度)、角度、速度、反射率、颜色等中的一项或者多项。示例性地，结合图2，激光雷达133可以被设置为朝向车辆外部，从而探测车辆周围的目标。一些方案中，激光雷达133和雷达134可用于探测车辆的周围环境信息，如车辆周围的静态环境信息、动态环境信息等。
轮速传感器135是用于检测车辆车轮转速的传感器，可得到车辆的轮速。常用的轮速传感器135可包括但不限于磁电式轮速传感器和/或霍尔式轮速传感器等。
转向传感器136，也可称为转角传感器，可代表用于检测车辆的转向角的系统。在实际应用中，该转向传感器136可用于测量车辆方向盘的转向角度，或者用于测量表示车辆方向盘的转向角的电信号。可选地，该转向传感器136也可用于测量车辆轮胎的转向角度，或者用于测量表示车辆轮胎的转向角的电信号等。
定位系统137是用于获取位置信息的装置，可用于实现车辆的实时定位，提供车辆的地理位置信息。定位系统例如全球定位系统(global positioning system，GPS)、或北斗定位导航系统等。
外围设备15可包括若干元件，例如图示中的人机交互(human-machine interaction，HMI)151、扬声器152、麦克风153等等。其中，HMI是与输入和/或输出设备连接，实现人与机器信息交互的设备，包括但不限于是显示器(如车辆中控屏、流媒体后视镜、仪表盘、抬头显示(head up display,HUD)、光场屏、或投影仪等)、触摸屏等。一些方案中，扬声器、麦克风等也可以看作HMI。扬声器152也称为喇叭，用于将音频电信号转换为声音信号。车辆通过扬声器152收听音乐或者收听免提通话等。麦克风153，也称为话筒、传声器，用于将声音信号转换为电信号。当拨打电话或发送语音信息时，用户靠近麦克风153发声，麦克风153可将声音信号输入到麦克风中。
计算设备14是具有计算能力和/或控制能力的设备，可包括一个或多个处理器，处理器可用于运行程序或程序对应的指令以实现相应功能。示例性地，计算设备为移动数据中心(mobiledata center，MDC)(或称自动驾驶域控制器)、域控制器(domain controller，DC)、电子控制单元(electronic control unit，ECU)等，其中，DC如运动域控制器(motion domain control，MDC)、整车域控制器(vehicledomain controller，VDC)等。在一些方案中，计算设备14可以不设置在车辆内，例如设置在云端、路侧设备或数据中心等。
作为一种可能的实现，计算设备14可以结合车辆中的其他元件，例如传感器系统13中的动力系统11、制动系统12、传感器系统13等中的一项或者多项，实现驾驶辅助的功能。例如，计算设备14可基于传感器系统13采集的数据，控制车辆100的行驶速度等。
一些方案中，车辆还包括存储器，用于提供存储空间。例如，存储器可以包括易失性存储器(volatile memory)，例如RAM。再如，存储器也可以包括非易失性存储器(non-volatile memory)，例如(read-only memory，ROM)、快闪存储器(flash memory)、机械硬盘(hard disk drive，HDD)或固态硬盘(solid state drive，SSD)。存储器还可以包括上述种类的存储器的组合。可选地，存储器还可存储诸如道路地图、驾驶线路、传感器数据等信息。
需要说明的是，上述图1仅为车辆100的一种可能的功能框架示意图。在实际应用中，车辆100可包括更多或更少的系统或元件，本发明不做限定。比如，车辆100还可以包括电源、或通信系统等。
请参阅图3，图3为本申请实施例提供的一种驾驶场景的示意图。
如图3所示，为车辆100行驶经过道路交叉口的场景，该道路交叉口设置有交通信号灯200。
其中，道路交叉口(也可以称为路口)指的是两条或两条以上道路的相交处，其形式包括但不限于T形、Y形、十字形、X形、环形等，是车辆与行人汇集、转向和疏散的必经之地。通常在道路交叉口设置有道路交通信号灯(也可以称为红绿灯)，道路交通信号灯由道路交通信号控制机控制，指导车辆和行人安全有序地通行，是加强道路交通管理，减少交通事故的发生，提高道路使用效率，改善交通状况的一种重要工具。
目前辅助驾驶技术方案中，对于使用全局导航推荐的系统，车辆通过路口时主要是基于导航路径规划决策车辆在该路口的行驶行为。
但是，LCC场景下的车辆未使用全局导航推荐的系统，无法基于导航路径规划决策车辆在路口的行驶行为，从而导致可能存在行驶安全风险的问题。
鉴于此，本申请提供了一种车辆控制系统的架构，并基于该架构提出了一种新的车辆控制方法，对于LCC场景下车辆未使用全局导航推荐的系统，根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
请参阅图4，图4为本申请实施例提供的一种可能的车辆控制系统的架构示意图。
如图4所示，该车辆控制系统的架构可以应用于LCC场景下未使用全局导航推荐系统的车辆的控制，主要涉及感知模块401、车辆的行驶意图判断模块402、行驶决策生成模块403三大部分。
其中，感知模块401、车辆的行驶意图判断模块402、行驶决策生成模块403之间通过网络连接。
感知模块401可以用于感知车辆所在车道的行车方向指示信息、驾驶员的驾驶转向意图信息、交通信号灯信息。车辆所在车道的行车方向指示信息，可以理解为是广义概念上的车辆感知到的关于车道的静态信息，例如，包括但不限于：车道线，车道导向箭头信息，车道行驶方向指示牌信息，等等，本申请实施例对此不一一列举。驾驶员的驾驶转向意图信息，可以理解为是驾驶员在面对前方路口做出的一系列关于直行或非直行的动作响应，例如，包括但不限于：拨杆信息，方向盘转向信息，等等，本申请实施例对此不一一列举。交通信号灯信息，可以包括但不限于设置在路口上的红绿灯信息，用于指导车辆和行人在路口安全有序地通行。
车辆的行驶意图判断模块402可以用于根据感知模块401获取到的车辆所在车道的行车方向指示信息、驾驶员的驾驶转向意图信息等中的一项或多项，判断车辆的行驶意图。一方面，车辆的行驶意图判断模块402可以基于车辆所在车道的行车方向指示信息判断车辆的行驶意图。另一方面，车辆的行驶意图判断模块402可以基于车辆所在车道的行车方向指示信息，以及驾驶员的驾驶转向意图信息判断车辆的行驶意图。可以理解的是，如果车辆的行驶意图判断模块402未获取到驾驶员的驾驶转向意图信息，则基于车辆所在车道的行车方向指示信息判断车辆的行驶意图；如果车辆的行驶意图判断模块402获取到驾驶员的驾驶转向意图信息，则基于车辆所在车道的行车方向指示信息，以及驾驶员的驾驶转向意图信息判断车辆的行驶意图。
行驶决策生成模块403可以用于根据车辆的行驶意图判断模块402判断得到的车辆的行驶意图、感知模块401获取到的交通信号灯信息等中的一项或多项，生成行驶决策，该行驶决策用于控制车辆做出相应的行驶行为。一方面，行驶决策生成模块403可以基于车辆的行驶意图判断模块402判断得到的车辆的行驶意图生成行驶决策。另一方面，行驶决策生成模块403可以基于车辆的行驶意图判断模块402判断得到的车辆的行驶意图，以及感知模块401获取到的交通信号灯信息生成行驶决策。可以理解的是，如果路口不存在交通信号灯，或存在交通信号灯但交通信号灯不工作，行驶决策生成模块403基于车辆的行驶意图判断模块402判断得到的车辆的行驶意图生成行驶决策。如果路口存在交通信号灯且交通信号灯正常工作，行驶决策生成模块403基于车辆的行驶意图判断模块402判断得到的车辆的行驶意图，以及感知模块401获取到的交通信号灯信息生成行驶决策。
可以理解的是，在上述图4所示的车辆控制系统中，关于感知模块401、车辆的行驶意图判断模块402、行驶决策生成模块403的部署方式存在多种可能的情况，本申请对此不做限制。
示例性地，感知模块401、车辆的行驶意图判断模块402、行驶决策生成模块403可以部署在智能驾驶车辆上，通过有线或无线网络连接。
基于上述图4所示的车辆控制系统的架构，本申请还提供了一种新的车辆控制方法，下面将结合图5至图10对该车辆控制方法进行说明。
请参阅图5，图5为本申请实施例提供的一种车辆控制方法的流程示意图。该车辆控制方法应用于智能驾驶技术领域，如LCC场景下未使用全局导航推荐系统的车辆的控制。具体的，该车辆控制方法包括但不限于如下步骤：
S501：车辆控制装置获取车辆所在车道的行车方向指示信息。
S502：车辆控制装置根据行车方向指示信息，生成第一行驶决策。
可理解，本申请实施例中的车辆控制装置可以是搭载了可用于执行计算机执行指令的处理器/芯片的设备，也可以是可用于执行计算机执行指令的处理器/芯片。可选地，该车辆控制装置可以是电子设备，也可以是电子设备内的处理器/芯片，用于执行本申请实施例中的车辆控制方法，以实现对于LCC场景下车辆未使用全局导航推荐的系统，可以决策车辆在路口的行驶行为，降低行驶安全风险的问题。
可选地，此时的车辆控制装置的架构具体可以参考上述图4所示的车辆控制系统中的车辆的行驶意图判断模块402和行驶决策生成模块403构成的架构。该情况下，车辆控制装置和感知装置构成的车辆控制系统的架构具体可参考上述图4所示的车辆控制系统的架构。其中，感知装置用于探测得到车辆所在车道的行车方向指示信息，并将车辆所在车道的行车方向指示信息发送给车辆控制装置，相应地，车辆控制装置接收该车辆所在车道的行车方向指示信息，并根据该车辆所在车道的行车方向指示信息生成行驶决策。
可选地，此时的车辆控制装置的架构具体还可以参考上述图4所示的车辆控制系统中的感知模块401、车辆的行驶意图判断模块402和行驶决策生成模块403构成的架构，此处不再赘述。
可理解，本申请实施例中的车辆为智能驾驶车辆，并且可以替换为终端设备，该终端设备可以包括交通工具，如商用车、乘用车、火车等，工业车辆(如：叉车、挂车、牵引车等)，工程车辆(如挖掘机、推土车、吊车等)，机器人等，本申请实施例对此不做具体限定。
其中，上述车辆所在车道的行车方向指示信息，可以理解为是广义概念上的车辆感知到的关于车道的静态信息。
可选地，该行车方向指示信息可以包括但不限于车道导向箭头信息，车道行驶方向指示牌信息，等等，本申请实施例对此不一一列举。结合多种感知到的关于车道的静态信息，可以更为精准的确定车辆所在车道对应的行车方向指示信息，从而生成正确的行驶决策，降低行驶安全风险的问题。
可选地，车辆控制装置获取车辆所在车道的行车方向指示信息，具体可以是通过提取车上的传感器采集的图像数据，经过一系列图像数据处理后得到的行车方向指示信息。
具体可参阅图6，图6为本申请实施例提供的一种行车方向指示信息的示意图。
如图6所示，示出了一条四车道道路在路口前一段距离的车道线，车道导向箭头信息，车道行驶方向指示牌信息(也可以称为天空牌信息)，等等。
由图6可以看出，假设以驾驶员的视角为主方向，该四车道从左至右依次可以称为车道1、车道2、车道3、车道4，车道1和车道2之间的车道线可以称为车道线a，车道2和车道3之间的车道线可以称为车道线b，车道3和车道4之间的车道线可以称为车道线c。
根据车道1对应的车道导向箭头信息或车道行驶方向指示牌信息可以判断该车道1的行车方向指示信息为左转。根据车道2对应的车道行驶方向指示牌信息可以判断该车道2的行车方向指示信息为直行或左转。根据车道3对应的车道导向箭头信息或车道行驶方向指示牌信息可以判断该车道3的行车方向指示信息为直行。根据车道4对应的车道导向箭头信息或车道行驶方向指示牌信息可以判断该车道4的行车方向指示信息为右转。根据车道线a、车道线b、车道线c可以判断该四车道之间允许相互变道。根据车道线a和车道线b可以判断车道2为包含多个行车方向指示(直行和左转)的复合车道。
根据上述行车方向指示信息，可以生成相应的第一行驶决策，控制车辆在车辆前方的第一路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
通过本申请实施例，对于LCC场景下未使用全局导航推荐系统的车辆，根据感知到的关于车道的静态信息，可以更为精准的确定车辆所在车道对应的行车方向指示信息，从而生成正确的行驶决策，控制车辆在路口时按照车道对应的行车方向指示信息行驶，降低行驶安全风险的问题。
在一种可能的实施例中，上述步骤S502所示的根据行车方向指示信息生成第一行驶决策，具体可以通过以下方式实现：
首先根据行车方向指示信息，确定车辆所在车道的类型。
示例性地，车辆所在车道的类型包括但不限于：直行、左转、右转、掉头、直行+左转，直行+右转，直行+左转+右转，左转+右转，左转+掉头，无地面箭头，等等。
然后根据车道的类型，分别生成相应的第一行驶决策，包括但不限于以下情况：
(1)在车辆所在车道为单转向车道的情况下，生成用于控制车辆在第一路口时按照单转向车道指示的行车方向行驶的第一行驶决策。
例如，根据行车方向指示信息确定车辆所在车道为左转车道时，生成的第一行驶决策用于控制车辆在第一路口时左转。再例如，根据行车方向指示信息确定车辆所在车道为右转车道时，生成的第一行驶决策用于控制车辆在第一路口时右转。再例如，根据行车方向指示信息确定车辆所在车道为直行车道时，生成的第一行驶决策用于控制车辆在第一路口时直行。本申请实施例对此不一一列举。
(2)在车辆所在车道为包含直行的复合车道的情况下，生成用于控制车辆在第一路口直行的第一行驶决策。
例如，根据行车方向指示信息确定车辆所在车道为包括直行+左转的复合车道时，生成的第一行驶决策用于控制车辆在第一路口时直行。再例如，根据行车方向指示信息确定车辆所在车道为包括直行+右转的复合车道时，生成的第一行驶决策用于控制车辆在第一路口时直行。再例如，根据行车方向指示信息确定车辆所在车道为包括直行+左转+右转的复合车道时，生成的第一行驶决策用于控制车辆在第一路口时直行。本申请实施例对此不一一列举。
(3)在车辆所在车道为包含左转和掉头的复合车道的情况下，生成用于控制车辆在第一路口左转的第一行驶决策。
(4)在车辆所在车道为不包含行车方向指示的情况下，生成用于控制车辆在第一路口直行的第一行驶决策。
(5)在车辆所在车道为包含左转和右转的复合车道的情况下，由于无法仅根据车辆所在车道的行车方向指示信息确定唯一对应的行驶决策，故将该场景视为车辆行驶意图未知的情况。可选地，可以结合驾驶员的驾驶意图信息和/或第一路口的交通灯信息，进一步确定该车辆行驶意图未知场景下的行驶决策，此处暂不说明，后文将对该情况展开描述。
可选地，上述车辆控制方法还包括：
获取第一路口的交通信号灯信息；根据行车方向指示信息，确定车辆所在车道的类型；在车辆所在车道为包含左转和右转的复合车道的情况下，根据交通信号灯信息中的颜色状态和/或倒计时信息，确定第一路口的第一交通信号灯信息；根据第一交通信号灯信息，生成第一行驶决策，第一行驶决策用于控制车辆按照第一交通信号灯信息对应的行车方向通过第一路口或在第一路口前制动。
可以理解的是，上述第一交通信号灯可以视为保守灯，该保守灯的具体含义如下：
例如，当左转车道对应的交通信号灯为圆形红色，右转车道对应的交通信号灯为圆形绿色，则将左转车道对应的圆形红色的交通信号灯确定为第一路口的第一交通信号灯信息，即选取相对较为保守的红灯以最大程度的保障在未知行驶意图场景下的行车安全性。并且，根据该第一交通信号灯信息生成第一行驶决策，控制车辆按照该第一交通信号灯信息在第一路口前制动，等待圆形红色交通灯变绿色后左转。
再例如，当左转车道对应的交通信号灯为绿色倒计时5秒，右转车道对应的交通信号灯为绿色倒计时20秒，则将右转车道对应的绿色倒计时20秒的交通信号灯确定为第一路口的第一交通信号灯信息，即选取允许通行时间最长的交通信号灯作为保守灯以最大程度的保障在未知行驶意图场景下的行车安全性。并且，根据该第一交通信号灯信息生成第一行驶决策，控制车辆按照该第一交通信号灯信息对应的行车方向右转通过第一路口。
通过本申请实施例，可以在车辆行驶意图未知的情况下保守选灯，遵守第一路口设置的交通规则，降低闯红灯的安全风险。
通过上述实施例，对于LCC场景下未使用全局导航推荐系统的车辆，无法基于导航路径规划决策车辆在路口的行驶行为，从而不支持非直行过路口的车道居中保持功能，而本申请实施例中根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
可选地，当检测到驾驶员的驾驶意图信息时，具体还可以参阅图7所示的车辆控制方法生成相应的行驶决策。
请参阅图7，图7为本申请实施例提供的另一种车辆控制方法的流程示意图。
可以理解的是，本申请实施例中的步骤可以视为上述图5中的实施例的合理变形或补充；或者，可以理解的是，本申请实施例中的车辆控制方法也可以视为能单独执行的实施例，本申请对此不作限制。
本申请实施例提供的车辆控制方法应用于智能驾驶技术领域，如LCC场景下未使用全局导航推荐系统的车辆的控制。
可以理解的是，本申请实施例提供的车辆控制方法中涉及的车辆控制装置可参考上述图5所示车辆控制方法中涉及的车辆控制装置的相关描述，此处不再赘述。
具体地，该车辆控制方法包括但不限于如下步骤：
S701：车辆控制装置获取车辆所在车道的行车方向指示信息。
与上述图5所示实施例中的步骤S501一致，此处不再赘述。
S702：车辆控制装置获取驾驶员的驾驶转向意图信息。
可以理解的是，本步骤S702与上述步骤S701之间不存在特定的先后执行顺序，可以先执行S701再执行S702，也可以先执行S702再执行S701，还可以同时执行S701和S702，本申请实施例对此不做限制。
S703：车辆控制装置根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。
其中，上述驾驶员的驾驶转向意图信息，可以理解为是驾驶员在面对车辆前方的第一路口做出的一系列关于直行或非直行的动作响应。
可选地，该驾驶员的驾驶意图信息可以包括但不限于拨杆信息，方向盘转向信息，等等，本申请实施例对此不一一列举。融合感知车道的行车方向指示信息以及驾驶员的驾驶转向意图信息，可以更为精准的确定车辆对应的行驶意图，从而生成正确的行驶决策，降低行驶安全风险的问题。
具体可参阅图8，图8为本申请实施例提供的一种驾驶转向意图信息的示意图。
如图8所示，示出了车辆内驾驶控制的方向盘和拨杆，驾驶员通过操作拨杆或方向盘可以发出驾驶转向意图信息。
示例性一：
当检测到驾驶员向左转动方向盘时，获取该驾驶转向意图信息为左转或掉头或向左变道。
可选地，方向盘向左转动幅度(或力度)较小时，获取该驾驶转向意图信息为向左变道。方向盘向左转动幅度(或力度)中等时，获取该驾驶转向意图信息为左转。方向盘向左转动幅度(或力度)较大时，获取该驾驶转向意图信息为掉头。
可以理解的是，可以根据方向盘的转动幅度(或力度)阈值来区分方向盘的转动幅度大小。例如，方向盘向左转动幅度(或力度)小于第一转动幅度/力度阈值时，获取该驾驶转向意图信息为向左变道。方向盘向左转动幅度(或力度)大于或等于第一转动幅度/力度阈值，且小于第二转动幅度/力度阈值时，获取该驾驶转向意图信息为左转。方向盘向左转动幅度(或力度)大于或等于第二转动幅度/力度阈值时，获取该驾驶转向意图信息为掉头。
当检测到驾驶员向右转动方向盘时，获取该驾驶转向意图信息为右转或向右变道。
可选地，方向盘向右转动幅度(或力度)较小时，获取该驾驶转向意图信息为向右变道。方向盘向右转动幅度(或力度)较大时，获取该驾驶转向意图信息为右转。
可以理解的是，可以根据方向盘的转动幅度(或力度)阈值来区分方向盘的转动幅度大小。例如，方向盘向右转动幅度(或力度)小于第一转动幅度/力度阈值时，获取该驾驶转向意图信息为向右变道。方向盘向右转动幅度(或力度)大于或等于第一转动幅度/力度阈值时，获取该驾驶转向意图信息为右转。
示例性二：
当检测到驾驶员向下(或向前)拨杆时，获取该驾驶意图信息为左转或掉头或向左变道。
可选地，向下(或向前)拨杆幅度(或力度)较小时，获取该驾驶意图信息为向左变道。向下(或向前)拨杆幅度(或力度)中等时，获取该驾驶意图信息为左转。向下(或向前)拨杆幅度(或力度)较大时，获取该驾驶意图信息为掉头。
可以理解的是，可以根据拨杆的幅度(或力度)阈值来区分拨杆的幅度大小。例如，向下(或向前)拨杆幅度(或力度)小于第一拨杆幅度/力度阈值时，获取该驾驶转向意图信息为向左变道。方向盘向左转动幅度(或力度)大于或等于第一拨杆幅度/力度阈值，且小于第二拨杆幅度/力度阈值时，获取该驾驶转向意图信息为左转。方向盘向左转动幅度(或力度)大于或等于第二拨杆幅度/力度阈值时，获取该驾驶转向意图信息为掉头。
当检测到驾驶员向上(或向后)拨杆时，获取该驾驶意图信息为右转或向右变道。
可选地，向上(或向后)拨杆幅度(或力度)较小时，获取该驾驶意图信息为向右变道。向上(或向后)拨杆幅度(或力度)较大时，获取该驾驶意图信息为右转。
可以理解的是，可以根据拨杆的幅度(或力度)阈值来区分拨杆的幅度大小。例如，向上(或向后)拨杆幅度(或力度)小于第一拨杆幅度/力度阈值时，获取该驾驶转向意图信息为向右变道。向上(或向后)拨杆幅度(或力度)大于或等于第一拨杆幅度/力度阈值时，获取该驾驶转向意图信息为右转。
可以理解的是，上述方向盘的转动方向，以及拨杆的拨动方向仅作为示例性说明，不应以此对本申请实施例构成限制。例如，还可以是驾驶员通过语音指令、手势指令、方向盘组合按键等方式发出驾驶转向意图信息。再例如，还可以是由驾驶员自定义发出驾驶转向意图信息的方式，比如，连续拨杆两次，向上为左转，向下为右转；仅拨杆一次，向上为向左变道，向下为向右变道，等等，本申请实施例对此不做限制。
根据上述行车方向指示信息和驾驶转向意图信息，可以生成相应的第一行驶决策，控制车辆在车辆前方的第一路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
通过本申请实施例，对于LCC场景下未使用全局导航推荐系统的车辆，融合感知车道的行车方向指示信息以及驾驶员的驾驶转向意图信息，可以更为精准的确定车辆对应的行驶意图，从而生成正确的行驶决策，控制车辆在第一路口时按照车辆对应的行驶意图行驶，降低行驶安全风险的问题。
在一种可能的实施例中，上述步骤S703所示的根据行车方向指示信息和驾驶转向意图信息生成相应的第一行驶决策，具体可以通过以下方式实现：
在车辆满足转向条件的情况下，根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。
当车辆满足转向条件的情况下，可以将驾驶员在面对前方路口的驾驶转向意图信息理解为转向。换言之，在车辆满足转向条件的情况下，根据行车方向指示信息和驾驶转向意图信息，生成第一行驶决策。
可选地，上述转向条件包括以下至少一项：车辆与第一路口的距离小于第一阈值，驾驶转向意图信息对应的转向操作力度大于第二阈值。
可以理解的是，当车辆与第一路口的距离小于第一阈值时，可以认为车辆具备接近第一路口的距离和时间执行转向，符合转向条件。该第一阈值不是固定的值，可以根据应用场景的不同而做调整。
可以理解的是，当驾驶转向意图信息对应的转向操作力度大于第二阈值时，可以认为转向意图明显，进而认为该驾驶转向意图信息为转向，符合转向条件，该转向操作力度可以指的是拨杆转向力度或方向盘转向力度等。
可选地，当获取到驾驶员的驾驶转向意图信息，但车辆不满足上述转向条件的情况下，可以将该场景理解为车辆变道场景，此时，根据行车方向指示信息，生成第一行驶决策，具体可参考上述图5所示车辆控制方法中的步骤S502的相关描述，此处不再赘述。
可选地，还可以基于车辆是否满足变道条件来识别当前驾驶场景是否为车辆变道场景。
比如，在车辆满足变道条件的情况下，根据行车方向指示信息，生成第一行驶决策，具体可参考上述图5所示车辆控制方法中的步骤S502的相关描述，此处不再赘述。或者，在车辆不满足变道条件的情况下，根据行车方向指示信息和驾驶意图信息，生成第一行驶决策，具体可参考上述步骤S703的相关描述，此处不再赘述。
其中，上述变道条件包括以下至少一项：车辆与第一路口的距离大于或等于第一阈值，驾驶转向意图信息对应的转向操作力度小于或等于第二阈值，车辆所在车道的边界为非实线和非边道。
可以理解的是，当车辆与第一路口的距离大于或等于第一阈值时，可以认为车辆具备足够的距离和时间完成变道，符合变道条件。该第一阈值不是固定的值，可以根据应用场景的不同而做调整。
可以理解的是，当驾驶转向意图信息对应的转向操作力度小于或等于第二阈值时，可以认为转向意图不足，进而认为该驾驶转向意图信息为变道而非转向，符合变道条件，该转向操作力度可以指的是拨杆转向力度或方向盘转向力度等。
可以理解的是，当车辆所在车道的边界为非实线和非边道时，可以认为车辆具备变道空间并符合交通规则，符合变道条件。
通过本申请实施例，针对车辆是否满足转向条件或变道条件，分别采取相应不同的方式生成行驶决策，可以提高行驶决策的准确性，保证车辆在第一路口的安全性。
在一种可能的实施例中，当获取到驾驶员的驾驶转向意图信息且该车辆满足转向条件时，结合行车方向指示信息和驾驶转向意图信息，生成第一行驶决策，具体实现可以如下：
首先根据行车方向指示信息，确定车辆所在车道的类型。
示例性地，车辆所在车道的类型包括但不限于：直行、左转、右转、掉头、直行+左转，直行+右转，直行+左转+右转，左转+右转，左转+掉头，无地面箭头，等等。
然后结合车道的类型和驾驶转向意图信息，分别生成相应的第一行驶决策，包括但不限于以下情况：
(1)在驾驶转向意图信息指示右转的情况下，车辆所在车道为包含右转的车道的情况下，生成用于控制车辆在第一路口右转的第一行驶决策。
(2)在驾驶转向意图信息指示左转，车辆所在车道为包含左转的车道的情况下，生成用于控制车辆在第一路口左转的第一行驶决策。
(3)在驾驶转向意图信息指示左转，车辆所在车道为包含掉头且不包含左转的车道的情况下，生成用于控制车辆在第一路口掉头的第一行驶决策。
可选地，当驾驶转向意图信息与行车方向指示信息相冲突(不同)时，可以根据驾驶转向意图信息生成第一行驶决策，或者，也可以根据行车方向指示信息生成第一行驶决策，等等，本申请实施例对此不做限制。
通过上述实施例中结合行车方向指示信息和驾驶转向意图信息生成相应的第一行驶决策，对于LCC场景下未使用全局导航推荐系统的车辆，融合感知车道的行车方向指示信息以及驾驶员的驾驶转向意图信息，可以更为精准的确定车辆对应的行驶意图，从而生成正确的行驶决策，控制车辆在第一路口时按照车辆对应的行驶意图行驶，支持非直行过路口的车道居中保持功能，降低行驶安全风险的问题。
可选地，当检测到第一路口存在交通信号灯信息时，具体还可以参阅图9所示的车辆控制方法生成相应的第二行驶决策。
请参阅图9，图9为本申请实施例提供的又一种车辆控制方法的流程示意图。
可以理解的是，本申请实施例中的步骤可以视为上述图5或图7中的实施例的合理变形或补充；或者，可以理解的是，本申请实施例中的车辆控制方法也可以视为能单独执行的实施例，本申请对此不作限制。
本申请实施例提供的车辆控制方法应用于智能驾驶技术领域，如LCC场景下未使用全局导航推荐系统的车辆的控制。
可以理解的是，本申请实施例提供的车辆控制方法中涉及的车辆控制装置可参考上述图5所示车辆控制方法中涉及的车辆控制装置的相关描述，此处不再赘述。
具体地，该车辆控制方法包括但不限于如下步骤：
S901：车辆控制装置获取第一路口的交通信号灯信息。
S902：车辆控制装置根据第一路口的交通信号灯信息、第一行驶决策，生成第二行驶决策。
其中，上述第一行驶决策，具体可参阅上述步骤S502或S703的相关描述，此处不再赘述。
上述第一路口的交通信号灯信息，可以包括但不限于设置在第一路口上的红绿灯信息，用于指导车辆和行人在第一路口安全有序地通行。
具体可参阅图10，图10为本申请实施例提供的一种交通信号灯信息的示意图。
如图10所示，示出了第一路口上设置的交通信号灯，该交通信号灯由道路交通信号控制机控制，指导车辆和行人安全有序地通行。
由图10可以看出，假设以驾驶员的视角为主方向，该三车道从左至右依次可以称为车道1、车道2、车道3，车辆100行驶在车道2上，即将到达第一路口，第一路口上设置有交通信号灯信息，用于指导车道1、车道2、车道3上的车辆在第一路口安全有序地通行。当前时刻，车道1对应的交通信号灯信息为圆形红灯，指示车道1上的车辆禁止通行，在第一路口前制动等待该圆形红灯变绿，车道2对应的交通信号灯信息为绿色倒计时20秒，指示车道2上的车辆允许通行时间还剩20秒，车道3对应的交通信号灯信息为绿色倒计时5秒，指示车道3上的车辆允许通行时间还剩5秒。
根据上述第一行驶决策以及第一路口的交通信号灯信息，生成相应的第二行驶决策，控制车辆在路口的行驶行为，通过决策正确的行驶行为，可以降低闯红灯的风险，遵守第一路口设置的交通规则。
通过本申请实施例，对于LCC场景下未使用全局导航推荐系统的车辆，融合第一行驶决策以及第一路口的交通信号灯信息，可以更为精准的确定车辆对应的行驶意图，生成正确的符合交通规则的行驶决策，控制车辆在第一路口时按照车辆对应的行驶意图行驶，且遵守第一路口设置的交通规则，降低闯红灯的风险。
在一种可能的实施例中，上述步骤S902所示的根据第一路口的交通信号灯信息、第一行驶决策，生成相应的第二行驶决策，具体可以通过以下方式实现：
在上述第一行驶决策为非直行的情况下，确定与第一行驶决策对应的第一路口的第二交通信号灯信息；根据第二交通信号灯信息，生成第二行驶决策，第二行驶决策用于控制车辆按照第一行驶决策对应的行车方向通过第一路口或在第一路口前制动。
可以理解的是，当生成的第一行驶决策为非直行(例如，左转、右转、掉头)时，确定与第一行驶决策对应的第一路口的第二交通信号灯信息，根据该第二交通信号灯信息控制车辆按照第一行驶决策对应的行车方向通过第一路口或在第一路口前制动。
通过本申请实施例，可以在第一行驶决策为非直行的情况下，生成正确的符合交通规则的第二行驶决策，控制车辆在第一路口时按照第一行驶决策对应的行车方向行驶，且遵守第一路口设置的交通规则，降低闯红灯风险的问题。
可选地，在上述图5、图7、图9所示的车辆控制方法中，上述车辆控制方法还包括：
在上述第一行驶决策为非直行的情况下，生成第三行驶决策。
其中，该第三行驶决策还用于指示车辆输出接管请求，接管请求用于请求驾驶员在第一路口接管车辆。
通过本申请实施例，当控制车辆在第一路口非直行(例如，左转、右转、掉头)时，相应还可以生成第三行驶决策，指示车辆输出接管请求，用于请求驾驶员在第一路口接管车辆，由驾驶员完成路口转向操作。
可选地，在上述图5、图7、图9所示的车辆控制方法中，上述车辆控制方法还包括：
在上述第一行驶决策为非直行的情况下，生成第四行驶决策。
其中，该第四行驶决策还用于控制车辆在第一路口前的行驶速度小于第三阈值。
可以理解的是，当生成的第一行驶决策控制车辆在第一路口非直行(例如，左转、右转、掉头)时，相应还可以生成第四行驶决策，控制车辆在第一路口前的行驶速度小于第三阈值，该第三阈值不是一个固定的值，可以根据不同行车应用场景而做调整。
通过本申请实施例，在车辆通过非直行路口前进行限速，可以避免车辆进入路口后车速过高导致可能出现的安全事故，降低路口内的行车风险。
上述详细阐述了本申请实施例的方法，下面提供用于实现本申请实施例中任一种方法的装置，例如，提供一种装置包括用以实现以上任一种方法中设备所执行的各步骤的单元(或手段)。
请参阅图11，图11为本申请实施例提供的一种车辆控制装置的结构示意图。
如图11所示，该车辆控制装置110可以包括通信单元1101以及处理单元1102。通信单元1101以及处理单元1102可以是软件，也可以是硬件，或者是软件和硬件结合。
其中，通信单元1101可以实现发送功能和/或接收功能，通信单元1101也可以描述为收发单元。通信单元1101还可以是集成了获取单元和发送单元的单元，其中，获取单元用于实现接收功能，发送单元用于实现发送功能。可选地，通信单元1101可以用于接收其他装置发送的信息，还可以用于向其他装置发送信息。
在一种可能的设计中，该车辆控制装置110可对应于上述图5、图7、图9所示的方法实施例中的车辆控制装置，如该车辆控制装置110可以是电子设备，也可以是电子设备中的芯片。该车辆控制装置110可以包括用于执行上述图5、图7、图9所示的方法实施例中由车辆控制装置所执行的操作的单元，并且，该车辆控制装置110中的各单元分别为了实现上述图5、图7、图9所示的方法实施例中由车辆控制装置所执行的操作。其中，各个单元的描述如下：
所述通信单元1101，用于获取所述车辆所在车道的行车方向指示信息；
所述处理单元1102，用于根据所述行车方向指示信息，生成第一行驶决策，所述第一行驶决策用于控制所述车辆在第一路口时的行驶行为，所述第一路口为所述车辆前方的路口。
在一种可能的实施方式中，所述通信单元1101，还用于获取所述第一路口的交通信号灯信息；
所述处理单元1102，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
所述处理单元1102，具体还用于在所述车辆所在车道为包含左转和右转的复合车道的情况下，根据所述交通信号灯信息中的颜色状态和/或倒计时信息，确定所述第一路口的第一交通信号灯信息；
所述处理单元1102，具体还用于根据所述第一交通信号灯信息，生成所述第一行驶决策。
在一种可能的实施方式中，所述通信单元1101，还用于获取驾驶员的驾驶转向意图信息；
所述处理单元1102，具体用于根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
在一种可能的实施方式中，所述处理单元1102，具体用于在所述车辆满足转向条件的情况下，根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
在一种可能的实施方式中，所述转向条件包括以下至少一项：
所述车辆与所述第一路口的距离小于第一阈值，所述驾驶转向意图信息对应的转向操作力度大于第二阈值。
在一种可能的实施方式中，所述处理单元1102，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
所述处理单元1102，具体还用于在所述驾驶转向意图信息指示右转的情况下，生成用于控制所述车辆在所述第一路口右转的第一行驶决策；
或者，所述处理单元1102，具体还用于在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
或者，所述处理单元1102，具体还用于在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含掉头且不包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口掉头的第一行驶决策。
在一种可能的实施方式中，所述处理单元1102，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
所述处理单元1102，具体还用于在所述车辆所在车道为单转向车道的情况下，生成用于控制所述车辆在所述第一路口时按照所述单转向车道指示的行车方向行驶的第一行驶决策；
或者，所述处理单元1102，具体还用于在所述车辆所在车道为包含直行的复合车道的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策；
或者，所述处理单元1102，具体还用于在所述车辆所在车道为包含左转和掉头的复合车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
或者，所述处理单元1102，具体还用于在所述车辆所在车道为不包含行车方向指示的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策。
在一种可能的实施方式中，所述通信单元1101，还用于获取所述第一路口的交通信号灯信息；
所述处理单元1102，还用于根据所述第一路口的交通信号灯信息、所述第一行驶决策，生成第二行驶决策。
在一种可能的实施方式中，所述处理单元1102，具体用于在所述第一行驶决策为非直行的情况下，确定与所述第一行驶决策对应的所述第一路口的第二交通信号灯信息；
所述处理单元1102，具体还用于根据所述第二交通信号灯信息，生成所述第二行驶决策，所述第二行驶决策用于控制所述车辆按照所述第一行驶决策对应的行车方向通过所述第一路口或在所述第一路口前制动。
在一种可能的实施方式中，所述处理单元1102，还用于在所述第一行驶决策为非直行的情况下，生成第三行驶决策，所述第三行驶决策用于指示所述车辆输出接管请求，所述接管请求用于请求驾驶员在所述第一路口接管所述车辆。
在一种可能的实施方式中，所述行车方向指示信息包括车道导向箭头信息和/或车道行驶方向指示牌信息。
在一种可能的实施方式中，所述驾驶转向意图信息包括转向拨杆信息和/或方向盘转向信息。
关于本设计所述的通信单元1101以及处理单元1102，其执行的步骤可参考对应于上述图5、图7、图9所示的方法实施例中的车辆控制装置对应的实施方式。
关于本设计所述的通信单元1101以及处理单元1102所执行的实施方式所带来的技术效果，可参考对应于上述图5、图7、图9所示的方法实施例的技术效果的介绍。
根据本申请实施例，图11所示的装置中的各个单元可以分别或全部合并为一个或若干个另外的单元来构成，或者其中的某个(些)单元还可以再拆分为功能上更小的多个单元来构成，这可以实现同样的操作，而不影响本申请的实施例的技术效果的实现。上述单元是基于逻辑功能划分的，在实际应用中，一个单元的功能也可以由多个单元来实现，或者多个单元的功能由一个单元实现。在本申请的其它实施例中，基于电子设备也可以包括其它单元，在实际应用中，这些功能也可以由其它单元协助实现，并且可以由多个单元协作实现。
需要说明的是，各个单元的实现还可以对应参照上述图5、图7、图9所示的方法实施例的相应描述。
在图11所描述的车辆控制装置110中，对于LCC场景下未使用全局导航推荐系统的车辆，根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
对于上述车辆控制装置110可以是电子设备的情况，可参阅图12所示的电子设备的结构示意图。
应理解，图12示出的电子设备120仅是示例，本申请实施例的电子设备还可包括其他部件，或者包括与图12中的各个部件的功能相似的部件，或者并非要包括图12中所有部件。
电子设备120包括收发接口1201和至少一个处理器1202。
该电子设备120可以对应车辆控制装置。收发接口1201用于收发信号，至少一个处理器1202执行程序指令，使得电子设备120实现上述方法实施例中由对应设备所执行的方法的相应流程。
在一种可能的设计中，该电子设备120可对应于上述图5、图7、图9所示的方法实施例中的车辆控制装置，如该电子设备120可以是车辆控制装置，也可以是车辆控制装置中的芯片。该电子设备120可以包括用于执行上述方法实施例中由车辆控制装置所执行的操作的部件，并且，该电子设备120中的各部件分别为了实现上述方法实施例中由车辆控制装置所执行的操作。具体可以如下所示：
获取车辆所在车道的行车方向指示信息，根据行车方向指示信息，生成第一行驶决策。其中，第一行驶决策用于控制车辆在第一路口时的行驶行为，第一路口为车辆前方的路口。
关于本设计所述的收发接口1201和至少一个处理器1202，其执行的步骤可参考对应于上述图5、图7、图9所示的方法实施例中的车辆控制装置对应的实施方式。
关于本设计所述的收发接口1201和至少一个处理器1202所执行的实施方式所带来的技术效果，可参考对应于上述图5、图7、图9所示的方法实施例的技术效果的介绍。
在图12所描述的电子设备120中，对于LCC场景下未使用全局导航推荐系统的车辆，根据车辆所在车道的行车方向指示信息生成相应的行驶决策，控制车辆在路口的行驶行为，支持非直行过路口的车道居中保持功能，通过决策正确的行驶行为，可以降低行驶安全风险的问题。
对于上述车辆控制装置110可以是芯片或芯片系统的情况，可参阅图13所示的芯片的结构示意图。
如图13所示，芯片130包括处理器1301和接口1302。其中，处理器1301的数量可以是一个或多个，接口1302的数量可以是多个。需要说明的是，处理器1301、接口1302各自对应的功能既可以通过硬件设计实现，也可以通过软件设计来实现，还可以通过软硬件结合的方式来实现，这里不作限制。
可选地，芯片130还可以包括存储器1303，存储器1303用于存储必要的程序指令和数据。
本申请中，处理器1301可用于从存储器1303中调用本申请的一个或多个实施例提供的车辆控制方法在车辆控制装置的实现程序，并执行该程序包括的指令。接口1302可用于输出处理器1301的执行结果。本申请中，接口1302可具体用于输出处理器1301的各个消息或信息。
关于本申请的一个或多个实施例提供的车辆控制方法可参考前述图5、图7、图9所示各个实施例，这里不再赘述。
本申请实施例中的处理器可以是中央处理单元(central processing unit，CPU)，该处理器还可以是其他通用处理器、数字信号处理器(digital signal processor，DSP)、专用集成电路(application-specific integrated circuit，ASIC)、现成可编程门阵列(field programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
本申请实施例中的存储器用于提供存储空间，存储空间中可以存储操作系统和计算机程序等数据。存储器包括但不限于是随机存储记忆体(random access memory，RAM)、只读存储器(read-only memory，ROM)、可擦除可编程只读存储器(erasable programmable read only memory，EPROM)、或便携式只读存储器(compact disc read-only memory，CD-ROM)。
根据本申请实施例提供的方法，本申请实施例还提供一种计算机可读存储介质，上述计算机可读存储介质中存储有计算机程序，当上述计算机程序在一个或多个处理器上运行时，可以实现上述图5、图7、图9所示的方法。
根据本申请实施例提供的方法，本申请实施例还提供一种计算机程序产品，上述计算机程序产品包括计算机程序，当上述计算机程序在处理器上运行时，可以实现上述图5、图7、图9所示的方法。
本申请实施例还提供一种智能驾驶车辆，所述智能驾驶车辆包括至少一个车辆控制装置110，或电子设备120，或芯片130。
本申请实施例还提供了一种处理装置，包括处理器和接口；所述处理器用于执行上述任一方法实施例中的方法。
应理解，上述处理装置可以是一个芯片。上述各个装置实施例中的单元和方法实施例中的电子设备完全对应，由相应的模块或单元执行相应的步骤，例如通信单元(收发器)执行方法实施例中接收或发送的步骤，除发送、接收外的其它步骤可以由处理单元(处理器)执行。具体单元的功能可以参考相应的方法实施例。其中，处理器可以为一个或多个。
可以理解的，本申请实施例中，电子设备可以执行本申请实施例中的部分或全部步骤，这些步骤或操作仅是示例，本申请实施例还可以执行其它操作或者各种操作的变形。此外，各个步骤可以按照本申请实施例呈现的不同的顺序来执行，并且有可能并非要执行本申请实施例中的全部操作。
在本申请所提供的几个实施例中，应该理解到，所揭露的系统、装置和方法，可以通过其它的方式实现。例如，以上所描述的装置实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，装置或单元的间接耦合或通信连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
另外，在本申请各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器ROM、随机存取存储器RAM、磁碟或者光盘等各种可以存储程序代码的介质。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。

Claims (29)

  1. 一种车辆控制方法，其特征在于，应用于车道居中保持LCC场景下的车辆，所述方法包括：
    获取所述车辆所在车道的行车方向指示信息；
    根据所述行车方向指示信息，生成第一行驶决策，所述第一行驶决策用于控制所述车辆在第一路口时的行驶行为，所述第一路口为所述车辆前方的路口。
  2. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    获取所述第一路口的交通信号灯信息；
    所述根据所述行车方向指示信息，生成第一行驶决策，包括：
    根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    在所述车辆所在车道为包含左转和右转的复合车道的情况下，根据所述交通信号灯信息中的颜色状态和/或倒计时信息，确定所述第一路口的第一交通信号灯信息；
    根据所述第一交通信号灯信息，生成所述第一行驶决策。
  3. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    获取驾驶员的驾驶转向意图信息；
    所述根据所述行车方向指示信息，生成第一行驶决策，包括：
    根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
  4. 根据权利要求3所述的方法，其特征在于，所述根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策，包括：
    在所述车辆满足转向条件的情况下，根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
  5. 根据权利要求4所述的方法，其特征在于，所述转向条件包括以下至少一项：
    所述车辆与所述第一路口的距离小于第一阈值，所述驾驶转向意图信息对应的转向操作力度大于第二阈值。
  6. 根据权利要求3至5任一项所述的方法，其特征在于，所述根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策，包括：
    根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    在所述驾驶转向意图信息指示右转的情况下，生成用于控制所述车辆在所述第一路口右转的第一行驶决策；
    或者，在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
    或者，在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含掉头且不包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口掉头的第一行驶决策。
  7. 根据权利要求1所述的方法，其特征在于，所述根据所述行车方向指示信息，生成第一行驶决策，包括：
    根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    在所述车辆所在车道为单转向车道的情况下，生成用于控制所述车辆在所述第一路口时按照所述单转向车道指示的行车方向行驶的第一行驶决策；
    或者，在所述车辆所在车道为包含直行的复合车道的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策；
    或者，在所述车辆所在车道为包含左转和掉头的复合车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
    或者，在所述车辆所在车道为不包含行车方向指示的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策。
  8. 根据权利要求1至7中任一项所述的方法，其特征在于，所述方法还包括：
    获取所述第一路口的交通信号灯信息；
    根据所述第一路口的交通信号灯信息、所述第一行驶决策，生成第二行驶决策。
  9. 根据权利要求8所述的方法，其特征在于，所述根据所述第一路口的交通信号灯信息、所述第一行驶决策，生成第二行驶决策，包括：
    在所述第一行驶决策为非直行的情况下，确定与所述第一行驶决策对应的所述第一路口的第二交通信号灯信息；
    根据所述第二交通信号灯信息，生成所述第二行驶决策，所述第二行驶决策用于控制所述车辆按照所述第一行驶决策对应的行车方向通过所述第一路口或在所述第一路口前制动。
  10. 根据权利要求1至9中任一项所述的方法，其特征在于，所述方法还包括：
    在所述第一行驶决策为非直行的情况下，生成第三行驶决策，所述第三行驶决策用于指示所述车辆输出接管请求，所述接管请求用于请求驾驶员在所述第一路口接管所述车辆。
  11. 根据权利要求1至10中任一项所述的方法，其特征在于，所述行车方向指示信息包括车道导向箭头信息和/或车道行驶方向指示牌信息。
  12. 根据权利要求3至6中任一项所述的方法，其特征在于，所述驾驶转向意图信息包括转向拨杆信息和/或方向盘转向信息。
  13. 一种车辆控制装置，其特征在于，应用于车道居中保持LCC场景下的车辆，所述装置包括：
    处理单元和通信单元，其中：
    所述通信单元，用于获取所述车辆所在车道的行车方向指示信息；
    所述处理单元，用于根据所述行车方向指示信息，生成第一行驶决策，所述第一行驶决策用于控制所述车辆在第一路口时的行驶行为，所述第一路口为所述车辆前方的路口。
  14. 根据权利要求13所述的装置，其特征在于，所述通信单元，还用于获取所述第一路口的交通信号灯信息；
    所述处理单元，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    所述处理单元，具体还用于在所述车辆所在车道为包含左转和右转的复合车道的情况下，根据所述交通信号灯信息中的颜色状态和/或倒计时信息，确定所述第一路口的第一交通信号灯信息；
    所述处理单元，具体还用于根据所述第一交通信号灯信息，生成所述第一行驶决策。
  15. 根据权利要求13所述的装置，其特征在于，所述通信单元，还用于获取驾驶员的驾驶转向意图信息；
    所述处理单元，具体用于根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
  16. 根据权利要求15所述的装置，其特征在于，所述处理单元，具体用于在所述车辆满足转向条件的情况下，根据所述行车方向指示信息和所述驾驶转向意图信息，生成所述第一行驶决策。
  17. 根据权利要求16所述的装置，其特征在于，所述转向条件包括以下至少一项：
    所述车辆与所述第一路口的距离小于第一阈值，所述驾驶转向意图信息对应的转向操作力度大于第二阈值。
  18. 根据权利要求15至17中任一项所述的装置，其特征在于，所述处理单元，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    所述处理单元，具体还用于在所述驾驶转向意图信息指示右转的情况下，生成用于控制所述车辆在所述第一路口右转的第一行驶决策；
    或者，所述处理单元，具体还用于在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
    或者，所述处理单元，具体还用于在所述驾驶转向意图信息指示左转，所述车辆所在车道为包含掉头且不包含左转的车道的情况下，生成用于控制所述车辆在所述第一路口掉头的第一行驶决策。
  19. 根据权利要求13所述的装置，其特征在于，所述处理单元，具体用于根据所述行车方向指示信息，确定所述车辆所在车道的类型；
    所述处理单元，具体还用于在所述车辆所在车道为单转向车道的情况下，生成用于控制所述车辆在所述第一路口时按照所述单转向车道指示的行车方向行驶的第一行驶决策；
    或者，所述处理单元，具体还用于在所述车辆所在车道为包含直行的复合车道的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策；
    或者，所述处理单元，具体还用于在所述车辆所在车道为包含左转和掉头的复合车道的情况下，生成用于控制所述车辆在所述第一路口左转的第一行驶决策；
    或者，所述处理单元，具体还用于在所述车辆所在车道为不包含行车方向指示的情况下，生成用于控制所述车辆在所述第一路口直行的第一行驶决策。
  20. 根据权利要求13至19中任一项所述的装置，其特征在于，所述通信单元，还用于获取所述第一路口的交通信号灯信息；
    所述处理单元，还用于根据所述第一路口的交通信号灯信息、所述第一行驶决策，生成第二行驶决策。
  21. 根据权利要求20所述的装置，其特征在于，所述处理单元，具体用于在所述第一行驶决策为非直行的情况下，确定与所述第一行驶决策对应的所述第一路口的第二交通信号灯信息；
    所述处理单元，具体还用于根据所述第二交通信号灯信息，生成所述第二行驶决策，所述第二行驶决策用于控制所述车辆按照所述第一行驶决策对应的行车方向通过所述第一路口或在所述第一路口前制动。
  22. 根据权利要求13至21中任一项所述的装置，其特征在于，所述处理单元，还用于在所述第一行驶决策为非直行的情况下，生成第三行驶决策，所述第三行驶决策用于指示所述车辆输出接管请求，所述接管请求用于请求驾驶员在所述第一路口接管所述车辆。
  23. 根据权利要求13至22中任一项所述的装置，其特征在于，所述行车方向指示信息包括车道导向箭头信息和/或车道行驶方向指示牌信息。
  24. 根据权利要求15至18中任一项所述的装置，其特征在于，所述驾驶转向意图信息包括转向拨杆信息和/或方向盘转向信息。
  25. 一种车辆控制装置，其特征在于，包括处理器，所述处理器用于执行如权利要求1至12中任一项所述的方法。
  26. 一种芯片，其特征在于，包括逻辑电路和接口，所述逻辑电路和所述接口耦合；
    所述接口用于输入和/或输出信息，所述逻辑电路用于执行如权利要求1至12中任一项所述的方法。
  27. 一种车辆，其特征在于，包括如权利要求13至24中任一项所述的车辆控制装置，或权利要求25所述的车辆控制装置，或权利要求26所述的芯片。
  28. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质用于存储计算机程序，所述计算机程序被计算机执行时，以实现如权利要求1至12中任一项所述的方法。
  29. 一种计算机程序产品，其特征在于，所述计算机程序产品包括计算机程序，所述计算机程序被计算机执行时，以实现如权利要求1至12中任一项所述的方法。
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