A cruise control method, device and storage medium

Abstract

The application discloses a cruise control method, device and storage medium, the method comprising: determining at least one target obstacle of a target vehicle; determining a safety evaluation parameter of the target vehicle based on relative state information between the target vehicle and each target obstacle; controlling a state of a cruise control function based on the safety evaluation parameter, the state of the cruise control function comprising an activated state and an inactivated state; and controlling the target vehicle to travel according to preset cruise parameters when the cruise control function is in the activated state. In this way, the cruise control function can be automatically activated.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computer vision, and particularly relates to a cruise control method, device and storage medium. BACKGROUND

[0002] At present, adaptive cruise control (ACC) is not only suitable for highway conditions, but also suitable for urban road conditions. However, for complex urban road conditions, the ACC function will frequently exit, and each time the ACC function exits, the driver needs to evaluate whether the surrounding environment is suitable for starting the ACC, and if it is suitable to start the ACC, the driver needs to manually activate the ACC function again, which increases the load of the driver. SUMMARY

[0003] The technical problem solved by the present application is to provide a cruise control method, device and storage medium, which can automatically activate the cruise control function.

[0004] To solve the above technical problem, one technical solution adopted by the present application is to provide a cruise control method, which comprises the following steps: determining at least one target obstacle of a target vehicle; determining a safety evaluation parameter of the target vehicle based on relative state information between the target vehicle and each target obstacle; controlling a state of a cruise control function based on the safety evaluation parameter, the state of the cruise control function comprising an activated state and a non-activated state; and controlling the target vehicle to travel according to a preset cruise parameter when the cruise control function is in the activated state.

[0005] In the method, the safety evaluation parameter of the target vehicle is determined based on the relative state information between the target vehicle and each target obstacle, which comprises the following steps: obtaining a safety margin between the target vehicle and each target obstacle based on the relative state information between the target vehicle and each target obstacle, the safety margin comprising at least one of a space margin and a time margin, the space margin reflecting a distance relationship between the target vehicle and the target obstacle when the cruise control function is in the activated state, and the time margin reflecting a time length of a collision between a rear traveling side and a front traveling side of the target vehicle and the target obstacle when the target vehicle and the target obstacle travel according to a current state; and determining the safety evaluation parameter based on the safety margin between the target vehicle and each target obstacle, the safety evaluation parameter being positively correlated with the safety margin.

[0006] The safety margin between the target vehicle and each target obstacle is obtained based on relative state information between the target vehicle and each target obstacle, and includes at least one of the following steps: for each target obstacle, an expected distance between the target vehicle and the target obstacle during cruising is obtained, and a spatial margin between the target vehicle and the target obstacle is determined based on the expected distance and a relative distance between the target vehicle and the target obstacle; and for each target obstacle, a braking distance between the target vehicle and the target obstacle is obtained, and a time margin between the target vehicle and the target obstacle is determined by using the braking distance, a relative distance and a relative speed between the target vehicle and the target obstacle.

[0007] The expected distance between the target vehicle and the target obstacle during cruising is obtained by using a relative distance between the target vehicle and the target obstacle, a preset headway, a vehicle speed of the target vehicle, a preset cruising speed, a shortest follow-stop distance, and a distance compensation parameter, wherein the shortest follow-stop distance represents a shortest distance between the target vehicle and a rear target obstacle in the target obstacles following a front target obstacle after braking.

[0008] The expected distance is determined by using the preset headway, the vehicle speed of the target vehicle, the preset cruising speed, the shortest follow-stop distance, and the distance compensation parameter, and includes: in response to the relative distance between the target vehicle and the target obstacle being less than the distance compensation parameter, obtaining a first product between the preset headway and the vehicle speed, a second product between the shortest follow-stop distance, a first difference and a second difference, and taking a sum of the first product and the second product as the expected distance, the first difference being a first constant minus a ratio between the vehicle speed and the preset cruising speed, the second difference being a second constant minus a ratio between a third difference and a fourth difference, the third difference being a difference between the relative distance and the shortest follow-stop distance, and the fourth difference being a difference between the distance compensation parameter and the shortest follow-stop distance; and in response to the relative distance between the target vehicle and the target obstacle being not less than the distance compensation parameter, obtaining a third product between the preset headway and the vehicle speed, the shortest follow-stop distance and the first difference, and taking a sum of the first product and the third product as the expected distance.

[0009] The space margin between the target vehicle and the target obstacle is determined based on the expected distance and a relative distance between the target vehicle and the target obstacle, including: taking a quotient of the relative distance and the expected distance as the space margin between the target vehicle and the target obstacle, the relative distance being a distance between the target vehicle and the target obstacle; and / or, the time margin between the target vehicle and the target obstacle is determined based on a braking distance and the relative distance and a relative speed between the target vehicle and the target obstacle, including: taking a fifth difference value obtained by subtracting the braking distance from the relative distance as a quotient between the fifth difference value and an absolute value of the relative speed as a time margin reference value between the target vehicle and the target obstacle; in response to the current belonging to a first case, taking the time margin reference value as the time margin between the target vehicle and the target obstacle, the first case being that the relative distance is greater than the braking distance, and a speed of a front driving party in the target vehicle and the target obstacle is greater than a speed of a rear driving party, and a sum of a first ratio value and a second ratio value is greater than a third constant, the first ratio value being a ratio between a square of the fifth difference value and a square of a fourth constant, the second ratio value being a ratio between a square of the relative speed and a square of a fifth constant; in response to the current belonging to a second case, taking a ratio of the time margin reference value and a sixth constant as the time margin between the target vehicle and the target obstacle, the second case being that the first case is excluded, and the fifth difference value is greater than a product of a sixth difference value and a seventh constant, the sixth difference value being the speed of the rear driving party minus the speed of the front driving party, the seventh constant being a negative number; in response to the current belonging to a third case, taking an eighth constant as the time margin between the target vehicle and the target obstacle, the third case being that the first case and the second case are excluded, and the sum of the first ratio value and the second ratio value is less than or equal to the third constant; in response to the current belonging to a fourth case, taking a preset numerical value as the time margin between the target vehicle and the target obstacle, the fourth case being that a case other than the first case, the second case and the third case, a safety evaluation parameter based on the preset numerical value cannot make the cruise control function enter an activated state.

[0010] The safety evaluation parameter is determined based on the safety margins between the target vehicle and each target obstacle, including: for each target obstacle, performing weighted processing on each safety margin between the target vehicle and the target obstacle to obtain a safety degree parameter of the target obstacle; and selecting a representative safety degree parameter from the safety degree parameters of each target obstacle as the safety evaluation parameter.

[0011] The state of the cruise control function is controlled based on the safety evaluation parameter, including: in response to the safety evaluation parameter satisfying a preset safety condition, controlling the cruise control function to enter an activated state; or, in response to the safety evaluation parameter satisfying the preset safety condition and current environmental information of the target vehicle satisfying a preset environmental condition, controlling the cruise control function to enter the activated state.

[0012] The current environment information satisfying the preset environment condition includes at least one of the following: a lane line being complete, the target vehicle not being currently at a preset type of intersection, a road curvature satisfying a curvature requirement, and a pose of the target vehicle satisfying a pose requirement.

[0013] The cruise control method further includes: in response to the driver of the target vehicle having an intervention intention, prompting the driver to manually drive, and exiting or inhibiting the cruise control function when the cruise control function is in the active state, the non-active state including at least one of an exit state and an inhibition state.

[0014] The cruise control method further includes: in response to the driver of the target vehicle having an intervention intention, prompting the driver to manually drive, and exiting or inhibiting the cruise control function when the cruise control function is in the active state, the non-active state including at least one of an exit state and an inhibition state.

[0015] The state information includes at least one of pose information and motion information, the pose information including at least one of a position and a heading angle, and the motion information including at least one of a speed and an acceleration.

[0016] To solve the above technical problems, another technical solution adopted by the present application is to provide an electronic device, including a memory and a processor coupled to each other, the memory storing program instructions; the processor is configured to execute the program instructions stored in the memory to implement the above method.

[0017] To solve the above technical problems, another technical solution adopted by the present application is to provide an electronic device, including a memory and a processor coupled to each other, the memory storing program instructions; the processor is configured to execute the program instructions stored in the memory to implement the above method.

[0018] The above scheme, after determining the at least one target obstacle of the target vehicle, can determine the safety evaluation parameter of the target vehicle based on the relative state information between the target vehicle and each target obstacle, and then control the state of the cruise control function based on the safety evaluation parameter, wherein the state of the cruise control function includes an active state and an inactive state, and when the cruise control function is in the active state, the target vehicle is controlled to travel according to the preset cruise parameter. As can be seen from the above, the scheme of the present application can automatically control the state of the cruise control function according to the safety evaluation parameter of the target vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0019] Figure 1 is a flowchart of an embodiment of the cruise control method provided by the present application;

[0020] Figure 2 is a schematic diagram of the predicted driving area of the target vehicle provided by the present application;

[0021] Figure 3 is Figure 1 is a partial flowchart of an embodiment of the step S12 shown in the figure;

[0022] Figure 4 is a schematic diagram of the braking process of the target vehicle provided by the present application;

[0023] Figure 5 is a schematic diagram of the time margin in different situations provided by the present application;

[0024] Figure 6 is Figure 1 is a partial flowchart of an embodiment of the step S12 shown in the figure;

[0025] Figure 7 is a partial flowchart of an embodiment of the cruise control method provided by the present application;

[0026] Figure 8 is a schematic diagram of the framework of an embodiment of the cruise control device provided by the present application;

[0027] Figure 9 is a schematic diagram of the structure of an embodiment of the electronic device provided by the present application;

[0028] Figure 10 is a schematic diagram of the structure of the computer readable storage medium provided by the present application. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical scheme and effects of the present application clearer and more explicit, the present application will be further described in detail below with reference to the drawings and embodiments.

[0030] In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can be explicitly or implicitly included at least one of the features. In addition, the technical solutions of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the protection scope required by the present application.

[0031] It should be noted that the cruise control function described herein represents an adaptive cruise control function, which includes two states, namely an active state and an inactive state. When the cruise control function is in the active state, the target vehicle can not only travel according to the preset cruise parameters (cruise speed, preset time headway), but also can reduce the vehicle speed at any time according to the environmental conditions under specific driving conditions, and even automatically brake. The cruise control method provided by the present application can determine the safety evaluation parameters of the target vehicle according to the relative state information between the target vehicle and each target obstacle during the driving of the vehicle, and control the state of the cruise control function according to the safety evaluation parameters, and when the cruise control function is in the active state, the target vehicle can travel according to the preset parameters. The preset time headway is a pre-set parameter, which is an important index for evaluating driving safety. The time headway represents the time difference of the front ends (vehicle heads) of two targets passing through the same time point. For example, the time difference of the front ends (vehicle heads) of two vehicles passing through the same point is the quotient of the headway between the vehicle heads and the speed of the rear vehicle.

[0032] Please refer to Figure 1 , Figure 1 is a flowchart of an embodiment of the cruise control method provided by the present application. It should be noted that the sequence of the flowchart shown in the embodiment is not limited if there is substantially the same result. As shown in Figure 1 , the embodiment includes: Figure 1

[0033] S11: determining at least one target obstacle of the target vehicle.

[0034] The embodiment is used to determine the safety evaluation parameters of the target vehicle based on the relative state information between the target vehicle and each target obstacle, and control the state of the cruise control function according to the safety evaluation parameters.

[0035] ​The target vehicle described herein can be a vehicle that is driving or a vehicle that will be driven. The target obstacle is an obstacle that will enter the predicted driving area of the target vehicle or will affect the driving of the target vehicle within a preset time in the future, including the current time, which can be a vehicle, but is not limited to a vehicle, and can also be a pedestrian or a stationary object, etc., wherein at least one target obstacle indicates that the number of target obstacles can be one or more.

[0036] In some embodiments, before determining the target obstacle, at least one of the lane line information of the lane where the target vehicle is located and the predicted driving trajectory of the target vehicle can be used to generate the predicted driving area. The predicted driving trajectory of the target vehicle is predicted by using the state information of the target vehicle, and the state information of the target vehicle includes pose information and motion information, wherein the state information can be obtained by using GPS or IMU, etc. That is, the predicted driving trajectory of the target vehicle can be predicted by using the pose information and the motion information of the target vehicle. The pose information includes at least one of the position and the heading angle, and the motion information includes at least one of the speed and the acceleration. The predicted driving trajectory of the target vehicle can be predicted by using a constant speed kinematic model and / or a Kalman algorithm, etc. The specific way of obtaining the predicted driving trajectory of the target vehicle is not limited here.

[0037] It should be noted that if the sensor can collect lane line information, the lane line information can be preferentially selected to generate the predicted driving area, for example, the lane line of the lane where the target vehicle is located is used as the predicted driving area, or the lane line and the area within a preset lateral distance range from the lane line are used as the predicted driving area; if the sensor fails to collect the lane line information, the predicted driving trajectory of the target vehicle can be predicted according to the pose information and the motion information of the target vehicle, and the predicted driving area can be generated by using the predicted driving trajectory.

[0038] In an embodiment, the predicted driving trajectory of each obstacle can be predicted based on the state information (such as the pose information and the motion information) of each obstacle of the target vehicle, and then the target obstacle that enters the predicted driving area of the target vehicle within a preset time in the future can be selected based on the predicted driving trajectory of each obstacle. Please refer to Figure 2 , Figure 2 is a schematic diagram of the predicted driving area of the target vehicle provided by the present application. As shown in Figure 2 , the obstacle that enters the predicted driving area of the target vehicle is the target obstacle. It should be noted that the predicted driving trajectory of each obstacle can be predicted by using a constant speed kinematic model and / or a Kalman algorithm, etc. The specific way of obtaining the predicted driving trajectory of each obstacle is not limited here.

[0039] S12: determining a safety evaluation parameter of the target vehicle based on the relative state information between the target vehicle and each target obstacle.

[0040] The safety evaluation parameter can represent an evaluation parameter of the target vehicle and the target obstacle not colliding, wherein the greater the safety evaluation parameter value is, the higher the possibility of the target vehicle and the target obstacle not colliding is, and the higher the safety between the target vehicle and the target obstacle is.

[0041] In an embodiment, the safety evaluation parameter can be determined based on the safety margins between the target vehicle and each target obstacle, which are respectively obtained based on the relative state information between the target vehicle and each target obstacle. The safety evaluation parameter is positively correlated with the safety margin, and the higher the safety margin is, the higher the safety evaluation parameter is, and the higher the possibility of the target vehicle and the target obstacle not colliding is.

[0042] The safety margin includes at least one of a space margin and a time margin, the space margin reflects a distance relationship between the target vehicle and the target obstacle when the cruise control function is in the active state, and the time margin reflects a time length of collision between a following driving party and a leading driving party in the target vehicle and the target obstacle when the target vehicle and the target obstacle travel according to the current state.

[0043] In an embodiment, the safety margin includes the space margin or the time margin, in which case the space margin or the time margin can be directly used as the safety evaluation parameter.

[0044] In another embodiment, the safety margin includes the space margin and the time margin. For each target obstacle, the safety degree parameter of the target obstacle can be obtained by weighting each safety margin between the target vehicle and the target obstacle, and the representative safety degree parameter can be selected from the safety degree parameters of the target obstacles and used as the safety evaluation parameter.

[0045] S13: controlling the state of the cruise control function based on the safety evaluation parameter, wherein the state of the cruise control function includes an active state and an inactive state.

[0046] In an embodiment, if the safety evaluation parameter meets a preset safety condition, the cruise control function is controlled to enter the active state in response to the safety evaluation parameter meeting the preset safety condition; and if the safety evaluation parameter does not meet the preset safety condition, the cruise control function is controlled to enter the inactive state. The preset safety condition can be determined based on the safety condition, which is not limited here.

[0047] In another embodiment, before determining the safety evaluation parameter, it is determined whether the current environment information of the target vehicle satisfies a preset environment condition. If the preset environment condition is not satisfied, the cruise control function is directly controlled to enter the inactivation state. If the current environment information satisfies the preset environment condition, the safety evaluation parameter of the target vehicle is determined. If the safety evaluation parameter satisfies a preset safety condition, the cruise control function is controlled to enter the activation state.

[0048] The preset environment condition satisfied by the current environment information includes at least one of the following: a lane line is complete, the target vehicle is not currently at a preset type (for example, a crossroad, a T-shaped intersection, etc.) of intersection, a road curvature satisfies a curvature requirement, and a pose of the target vehicle satisfies a pose requirement. The specific preset environment condition can be determined according to actual needs and actual safety effects, and is not limited herein.

[0049] S14: When the cruise control function is in the activation state, the target vehicle is controlled to travel according to a preset cruise parameter.

[0050] In this embodiment, the preset cruise parameter includes at least one of a preset cruise speed and a preset inter-vehicle time distance (a preset headway). The preset cruise speed is a maximum speed that can be reached by the target vehicle when the cruise control function is in the activation state. The activation state means that the target vehicle can be controlled to travel according to the preset cruise parameter by using the adaptive cruise control function. Therefore, when it is determined that the cruise control function is in the activation state, the target vehicle can be controlled to travel according to the preset cruise parameter.

[0051] The inactivation state means that the target vehicle cannot be controlled to travel according to the preset cruise parameter by using the adaptive cruise control function. In this embodiment, the inactivation state includes at least one of an exit state and a suppression state, wherein the suppression state means that the adaptive cruise control function is temporarily in the suppression state.

[0052] It should be noted that when the cruise control function is in the inactivation state, the target vehicle cannot be controlled to travel according to the preset cruise parameter by using the adaptive cruise control function.

[0053] The above scheme can determine the safety evaluation parameter of the target vehicle based on the relative state information between the target vehicle and each target obstacle after at least one target obstacle of the target vehicle is determined, and then control the state of the cruise control function based on the safety evaluation parameter, wherein the state of the cruise control function includes an activation state and an inactivation state. When the cruise control function is in the activation state, the target vehicle is controlled to travel according to a preset cruise parameter. As can be seen from the above, the cruise control function can be automatically controlled according to the safety evaluation parameter of the target vehicle.

[0054] It should be noted that, in some embodiments, when the cruise control function is in an activated state, if the driver has an intention to intervene, the driver is prompted to manually drive in response to the driver of the target vehicle having an intention to intervene, and the cruise control function is exited or inhibited.

[0055] Please refer to Figure 3 , Figure 3 is Figure 1 a partial flowchart of an embodiment of step S12. It should be noted that the present embodiment is not limited to the flow sequence shown in Figure 3 . As shown in Figure 3 , in the present embodiment, based on the relative state information between the target vehicle and each target obstacle, the safety margin between the target vehicle and each target obstacle is obtained, including:

[0056] S31: For each target obstacle, an expected distance between the target vehicle and the target obstacle during cruising is obtained, and based on the expected distance and the relative distance between the target vehicle and the target obstacle, a spatial margin between the target vehicle and the target obstacle is determined.

[0057] In the present embodiment, the relative state information includes an expected distance and a relative distance between the target vehicle and the target obstacle during cruising. The expected distance is an expected distance, and taking the target obstacle as a vehicle for example, if the target vehicle and the target obstacle travel within the expected distance range, the vehicle traveling behind the target vehicle has sufficient deceleration to avoid collision with the vehicle traveling in front; the relative distance is the distance difference between the target vehicle and the target obstacle during cruising, wherein the distance difference can include any one of the lateral distance difference, the longitudinal distance difference and the actual distance between the target vehicle and the target obstacle, wherein the actual distance is obtained according to the lateral distance difference and the longitudinal distance difference.

[0058] In an embodiment, the expected distance can be determined by using the relative distance between the target vehicle and the target obstacle, a preset vehicle head time, a vehicle speed of the target vehicle, a preset cruise speed, a shortest follow-stop distance, and a distance compensation parameter. The preset vehicle head time represents the travel time required for the target vehicle to contact the target obstacle traveling in front, and for example, when the target obstacle is a vehicle, the time difference between the vehicle head of the target vehicle and the vehicle head of the target obstacle passing through the same point is the vehicle head time; the shortest follow-stop distance represents the shortest distance between the target vehicle and the target obstacle traveling in front after the target vehicle follows the braking of the target obstacle. For example, when the target vehicle and the target obstacle traveling in front are at a standstill or braking, the target vehicle traveling behind will follow the braking of the target obstacle traveling in front, and when the target vehicle and the target obstacle are both stopped, the shortest distance between the target vehicle and the target obstacle is the shortest follow-stop distance.

[0059] wherein, in response to the relative distance between the target vehicle and the target obstacle being less than the distance compensation parameter, a first product between the preset headway and the vehicle speed of the host vehicle, a third product between the shortest follow-stop distance and a first difference value, and a second product between the first difference value and a second difference value are obtained, and a sum of the first product and the second product is taken as the expected distance. The first difference value is a first constant minus a ratio between the vehicle speed of the host vehicle and a preset cruise speed, and the second difference value is a second constant minus a ratio between a third difference value and a fourth difference value. The third difference value is a difference between the relative distance and the shortest follow-stop distance, and the fourth difference value is a difference between the distance compensation parameter and the shortest follow-stop distance.

[0060] In response to the relative distance between the target vehicle and the target obstacle being not less than the distance compensation parameter, a first product between the preset headway and the vehicle speed of the host vehicle, a third product between the shortest follow-stop distance and the first difference value are obtained, and a sum of the first product and the third product is taken as the expected distance.

[0061] Exemplarily, the expected distance between the target vehicle and the target obstacle during the cruise can be determined according to the following formula:

[0062]

[0063] wherein: R d represents the expected distance, t h represents the preset headway, v ego represents the vehicle speed of the host vehicle, v set represents the preset cruise speed (generally the maximum speed of the cruise), R represents the relative distance between the target vehicle and the target obstacle, R min represents the shortest follow-stop distance, R com represents the distance compensation parameter, the first product is t h v ego , the first difference value is the second difference value is the second product is the third product is In an embodiment, the first constant and the second constant in the above formula are both “1”; of course, in other embodiments, the first constant and the second constant can also be other constants, which are not specifically limited here.

[0064] After the expected distance is obtained, the space allowance between the target vehicle and the target obstacle can be determined based on the expected distance and the relative distance between the target vehicle and the target obstacle.

[0065] Exemplarily, the quotient of the relative distance and the expected distance can be taken as the space allowance between the target vehicle and the target obstacle, wherein the relative distance is the distance between the target vehicle and the target obstacle, and:

[0066]

[0067] Among them, SM i Represents spatial margin, where i represents any target obstacle (there are multiple target obstacles), and R... i R represents the relative distance between the target vehicle and the target obstacle (i). d This represents the desired distance.

[0068] S32: For each target obstacle, obtain the braking distance between the target vehicle and the obstacle, and use the braking distance, the relative distance and relative speed between the target vehicle and the target obstacle to determine the time margin between the target vehicle and the target obstacle.

[0069] In one embodiment, the braking distance of the target vehicle or the target obstacle at the current driving speed can be used as the braking distance between the target vehicle and the obstacle.

[0070] The braking distance between the target vehicle and the obstacle represents the distance traveled by the target vehicle from the moment it applies the brakes until it comes to a complete stop, at its current speed, when the vehicle in front of the obstacle is stationary or at a standstill. The following example uses the braking of the target vehicle, along with related information. Figure 4 Explain the method and process for obtaining the braking distance between the target vehicle and the obstacle. Among them, Figure 4 This is a schematic diagram of the braking process of the target vehicle provided in this application, such as... Figure 4 As shown, the braking process includes three stages: stage t1, from the braking decision to the brake response; stage a, from the start of braking pressure to the target braking pressure a. bmax The t2 stage, and from the target braking pressure a bmax The t3 stage, where the target vehicle stops.

[0071] Wherein, stage t1 is the stage in which the target vehicle travels at a constant speed at the current speed, and the travel distance corresponding to stage t1 can be obtained using the following formula:

[0072] s1=v0t1

[0073] Where s1 represents the distance traveled in stage t1, v0 represents the current vehicle speed, and t1 represents the travel time in stage t1.

[0074] Assuming that the braking pressure and braking deceleration increase at a constant rate during stage t2, the braking distance during this process can be obtained using the following formula:

[0075]

[0076] Where s2 represents the travel distance corresponding to stage t2, a bmaxThe target (maximum) brake pressure is represented by a t2, and the travel time corresponding to the t2 stage is represented by t2.

[0077] The target vehicle brakes at a constant deceleration in the t3 stage, and the braking distance in this process can be obtained by using the following formula:

[0078]

[0079] The travel distance corresponding to the t3 stage is represented by s3, and the travel time corresponding to the t3 stage is represented by t3.

[0080]

[0081] The total braking distance of the three stages can be obtained by using the following formula:

[0082]

[0083] Since the adaptive cruise control belongs to a comfort driving assistance function, the target brake pressure a bmax should not be too large, and the specific size is subject to the subjective evaluation standard of the driver.

[0084] In an embodiment, the time margin between the target vehicle and the target obstacle is determined by using the braking distance and the relative distance and the relative speed between the target vehicle and the target obstacle, and includes the following steps:

[0085] First, a time margin reference value is determined. Optionally, a fifth difference value obtained by subtracting the braking distance from the relative distance, and a quotient between the fifth difference value and the absolute value of the relative speed, are taken as the time margin reference value between the target vehicle and the target obstacle. The relative speed is the difference between the travel speed of the target obstacle and the travel speed of the target vehicle.

[0086] Then, the time margin between the target vehicle and the target obstacle is determined according to the current situation. In this embodiment, there are four possible situations, which are the first situation, the second situation, the third situation and the fourth situation.

[0087] The first situation is that the relative distance is greater than the braking distance, the speed of the front traveling side among the target vehicle and the target obstacle is greater than the speed of the rear traveling side, and the sum of the first ratio value and the second ratio value is greater than a third constant, the first ratio value is the ratio between the square of the fifth difference value and the square of a fourth constant, and the second ratio value is the ratio between the square of the relative speed and the square of a fifth constant.

[0088] The second situation is that the first situation is excluded, and the fifth difference value is greater than the product of a sixth difference value and a seventh constant, the sixth difference value is the speed of the rear traveling side minus the speed of the front traveling side, and the seventh constant is a negative number.

[0089] ​The third case is that the first case and the second case are excluded, and the sum of the first ratio and the second ratio is less than or equal to a third constant.

[0090] The fourth case is that the case other than the first case, the second case and the third case, the safety evaluation parameter based on the preset value cannot make the cruise control function enter the active state.

[0091] For the convenience of introducing the current case, and according to the current case, the time margin between the target vehicle and the target obstacle can be determined by referring to the following formula and Figure 5 , Figure 5 is a time margin case diagram in different cases provided by the present application. It should be noted that, for the convenience of explaining the present scheme, Figure 5 and the following formula are both representation formulas and diagrams with the target obstacle as the front driving party and the target vehicle as the rear driving party. Figure 5 The four regions (A, B, C, D) in correspond to the first case, the second case, the third case and the fourth case respectively, wherein the collision risk of the target vehicle and the target obstacle corresponding to the first case, the second case, the third case and the fourth case increases in turn.

[0092]

[0093] In the formula, TM i represents the time margin, v obsi represents the speed of the target obstacle i (the front driving party), v ego represents the speed of the target vehicle (the rear driving party), v obsi -ego represents the relative speed, R i represents the relative distance between the target vehicle and the target obstacle i, S represents the braking distance, R i - represents the fifth difference value, represents the time margin reference value, a represents the fourth constant, b represents the fifth constant, the first ratio is represents the second ratio, the third constant in the formula is "1", of course, the third constant can also be other constants not equal to "1", ε represents the sixth constant, k is the seventh constant, "0" corresponds to the eighth constant, and "-∞" represents the preset value.

[0094] As shown in Figure 5 , the transverse coordinate axis represents the fifth difference value of the relative distance R i and the braking distance S, and the longitudinal coordinate axis represents the difference value between the speed v obsi of the target obstacle i (the front driving party) and the speed v ego of the target vehicle (the rear driving party).

[0095] Figure 5The region A in the formula corresponds to the first case. In the first case, the relative distance is greater than the braking distance (R i ≥S), and the speed of the target vehicle and the target obstacle in the front driving side is greater than the speed of the rear driving side (v obs >ego), in the first case corresponding to the region A, there is no collision risk between the target vehicle and the target obstacle i, and at this time, the time margin reference value is directly taken as the time margin, and the greater the time margin value, the greater the safety margin, and the greater the corresponding safety evaluation parameter.

[0096] Figure 5 The region B in the formula corresponds to the second case, and in the second case, although the speed of the rear driving side v ego is greater than the speed of the front driving side v obsi , the relative distance (actual distance) R i of the target vehicle and the target obstacle is much greater than the braking distance S, and therefore, when the current belongs to the second case, the ratio of the time margin reference value to the sixth constant ε is taken as the time margin (i.e. ) between the target vehicle and the target obstacle. In the second case corresponding to the region B, the corresponding collision risk between the target vehicle and the target obstacle i is higher than that in the first case, but lower than that in the second case and the fourth case, and the high and low of the collision risk in the second case corresponding to the region B can be adjusted by using the value of k, wherein the seventh constant k is the ratio of the relative speed to the fifth difference.

[0097] Figure 5 The region C in the formula corresponds to the third case, Figure 5 The region C in the formula is an ellipse, wherein the fourth constant a and the fifth constant b of the above formula correspond to the long semi-axis and the short semi-axis of the ellipse respectively, and the collision risk in the third case corresponding to the region C is higher than that in the first case and the second case, but lower than that in the fourth case. In the third case corresponding to the region C, the speed of the rear driving side v ego approaches the speed of the front driving side v obsi , and the relative distance (actual distance) R i of the target vehicle and the target obstacle approaches the braking distance S, indicating a safety critical state between the target vehicle and the target obstacle. In order to prevent the driving speeds v obsi and v ego of the target vehicle and the target obstacle from being close or the same, a small change in the first difference leads to a too large time margin value TM i , and therefore, when the current belongs to the third case, an eighth constant can be taken as the time margin, wherein the eighth constant can be a constant with a relatively low value (which can be but is not limited to "0") to represent a lower time margin, so as to ensure the safety of driving.

[0098] Figure 5Region D in FIG. 6 corresponds to the fourth case, the relative distance (actual distance) R between the target vehicle and the target obstacle is less than the braking distance S, and / or, the speed v of the rear driving party is greater than the speed v of the front driving party i less than the braking distance S, and / or, the speed v of the rear driving party is greater than the speed v of the front driving party ego greater than the speed v of the front driving party obsi Region D corresponds to the fourth case, and the corresponding collision risk is extremely high. It can be understood that when the relative distance is less than the braking distance, if the front driving party occurs emergency braking, the rear driving party will collide with the front driving party when the rear driving party is in emergency braking. Therefore, if the current belongs to the fourth case, a preset value is set as the time margin between the target vehicle and the target obstacle, wherein the preset value can be a value extremely low (which can be but is not limited to -∞).

[0099] It should be noted that the safety evaluation parameter obtained based on the preset value cannot make the cruise control function enter the active state, that is, the adaptive cruise control function cannot be used to control the target vehicle to travel according to the preset cruise parameters. In some embodiments, if it is predicted that the current belongs to the fourth case, it means that there is a great risk of collision in the future, so a warning message can be sent to the human-computer interaction interface to remind the driver of the potential risk and / or to remind the driver to take over the vehicle.

[0100] It should be noted that in other embodiments, the space margin between the target vehicle and the target obstacle can also be directly determined by step S31, and the determined space margin can be used as the safety evaluation parameter; or the time interval margin between the target vehicle and the target obstacle can be directly determined by step S32, and the determined time interval margin can be used as the safety evaluation parameter.

[0101] Please refer to Figure 6 , Figure 6 is Figure 1 a part of the flowchart of an embodiment of step S12. It should be noted that this embodiment is not limited to the flow sequence shown in Figure 6 if there is substantially the same result. As shown in Figure 6 In this embodiment, the safety evaluation parameter is determined based on the safety margin between the target vehicle and each target obstacle, including:

[0102] S61: For each target obstacle, the safety margin between the target vehicle and the target obstacle is weighted to obtain a safety degree parameter of the target obstacle.

[0103] In this embodiment, the safety margin includes the time margin and the space margin. The safety margin between the target vehicle and the target obstacle can be weighted to obtain the safety degree parameter of the target obstacle by using the following formula:

[0104]

[0105] In the formula: DI represents the safety level parameter, TM represents the time margin, SM represents the space margin, γ is the weight adjustment parameter for space margin and time margin, and γ, α and β are all adjustment coefficients. In the formula, 0≤γ≤1, α>0, β>0.

[0106] It should be noted that, in the formula, the larger the γ is, the greater the impact of the space margin value on the safety level parameter; the larger the values ​​of α and β are, the more sensitive the safety level parameter is to the space margin and time margin values. The specific values ​​of γ, α and β can be determined according to the actual situation (such as the safety assessment effect), and no specific limitation is made here.

[0107] S62: Select representative safety parameters from the safety level parameters of each target obstacle to serve as safety assessment parameters.

[0108] The representative safety level parameter represents the overall safety level under the current driving environment. In this embodiment, after obtaining the safety level parameters of each target obstacle using step S61, a representative safety level parameter can be selected from the safety level parameters of each target obstacle and used as the safety assessment parameter. Specifically, the smallest safety level parameter among the safety level parameters of each target obstacle can be used as the representative safety level parameter; alternatively, the average value of the safety level parameters within a certain range can also be used as the representative safety level parameter, i.e., the safety assessment parameter.

[0109] Please see Figure 7 , Figure 7 A partial flowchart illustrating an embodiment of the cruise control method provided in this application. It should be noted that... Figure 7 This step, preceding step S11 which determines at least one target obstacle for the target vehicle, will not be considered in this embodiment if the results are substantially the same. Figure 7 The illustrated process sequence is limited. For example... Figure 7 As shown, this embodiment includes:

[0110] S71: In response to the target vehicle's current environmental information meeting preset environmental conditions, detect whether there are obstacles on the target vehicle.

[0111] S72: In response to the absence of obstacles on the target vehicle, the cruise control function is activated.

[0112] S73: In response to the presence of an obstacle on the target vehicle, perform the action of identifying at least one target obstacle on the target vehicle.

[0113] That is, in the embodiment, before detecting whether the target vehicle has the obstacle, it is determined whether the current environment information of the target vehicle satisfies the preset environment condition, and when the current environment information of the target vehicle satisfies the preset environment condition, the detection of whether the target vehicle has the obstacle is performed. If the target vehicle has no obstacle, it indicates that there is no obstacle affecting the driving of the target vehicle at present, and the cruise control function is controlled to enter the active state; if the target vehicle has the obstacle, it is necessary to determine whether the target obstacle affecting the driving of the target vehicle exists, that is, when the target vehicle has the obstacle, the determination of the at least one target obstacle of the target vehicle is performed.

[0114] Please refer to Figure 8 , Figure 8 is a schematic diagram of an embodiment of the cruise control device provided in the application. In the embodiment, the cruise control device 80 comprises a target obstacle determination module 81, a safety evaluation parameter determination module 82, and a control module 83. The target obstacle determination module 81 is configured to determine at least one target obstacle of a target vehicle. The safety evaluation parameter determination module 82 is configured to determine a safety evaluation parameter of the target vehicle based on relative state information between the target vehicle and each target obstacle. The control module 83 is configured to control a state of a cruise control function based on the safety evaluation parameter, wherein the state of the cruise control function comprises an active state and an inactive state, and to control the target vehicle to travel according to a preset cruise parameter when the cruise control function is in the active state.

[0115] In some embodiments, the safety evaluation parameter determination module 82 determines the safety evaluation parameter of the target vehicle based on the relative state information between the target vehicle and each target obstacle, comprising:

[0116] Based on the relative state information between the target vehicle and each target obstacle, a safety margin between the target vehicle and each target obstacle is obtained respectively, the safety margin comprises at least one of a space margin and a time margin, the space margin reflects a distance relationship between the target vehicle and the target obstacle when the cruise control function is in the active state, and the time margin reflects a time length of collision between the target vehicle and the target obstacle when a preceding one of the target vehicle and the target obstacle brakes; based on the safety margin between the target vehicle and each target obstacle, the safety evaluation parameter is determined, and the safety evaluation parameter is positively correlated with the safety margin.

[0117] In some embodiments, the safety evaluation parameter determination module 82 determines the safety margin between the target vehicle and each target obstacle based on the relative state information between the target vehicle and each target obstacle, including at least one of the following steps: for each target obstacle, obtaining an expected distance between the target vehicle and the target obstacle during cruising, and determining a space margin between the target vehicle and the target obstacle based on the expected distance and the relative distance and speed between the target vehicle and the target obstacle; for each target obstacle, obtaining a braking distance between the target vehicle and the target obstacle, and determining a time margin between the target vehicle and the target obstacle based on the braking distance and the relative distance and speed between the target vehicle and the target obstacle.

[0118] In some embodiments, the expected distance between the target vehicle and the target obstacle during cruising is obtained by using the relative distance between the target vehicle and the target obstacle, a preset headway time, a vehicle speed of the target vehicle, a preset cruising speed, a shortest follow-stop distance, and a distance compensation parameter, wherein the preset headway time represents a driving time required for a rear driving party in the target obstacle to contact a front driving party, and the shortest follow-stop distance represents a shortest distance between the target vehicle and the target obstacle after the target vehicle follows the target obstacle to brake.

[0119] In some embodiments, the expected distance is determined by using the preset headway time, the vehicle speed of the target vehicle, the preset cruising speed, the shortest follow-stop distance, and the distance compensation parameter, including: in response to the relative distance between the target vehicle and the target obstacle being less than the distance compensation parameter, obtaining a first product between the preset headway time and the vehicle speed, a second product between the shortest follow-stop distance, a first difference and a second difference, and taking a sum of the first product and the second product as the expected distance, the first difference being a first constant minus a ratio between the vehicle speed and the preset cruising speed, and the second difference being a second constant minus a ratio between a third difference and a fourth difference, the third difference being a difference between the relative distance and the shortest follow-stop distance, and the fourth difference being a difference between the distance compensation parameter and the shortest follow-stop distance; in response to the relative distance between the target vehicle and the target obstacle being not less than the distance compensation parameter, obtaining a third product between the preset headway time and the vehicle speed, the shortest follow-stop distance and the first difference, and taking a sum of the first product and the third product as the expected distance.

[0120] In some embodiments, determining the space margin between the target vehicle and the target obstacle based on the desired distance and the relative distance between the target vehicle and the target obstacle includes: using the quotient of the desired distance and the relative distance between the target vehicle and the target obstacle as the space margin between the target vehicle and the target obstacle; and / or, determining the time margin between the target vehicle and the target obstacle using the braking distance and the relative distance and relative speed between the target vehicle and the target obstacle includes: subtracting the braking distance from the relative distance to obtain a fifth difference, using the quotient of the fifth difference and the absolute value of the relative speed as a time margin reference value between the target vehicle and the target obstacle; in response to the current being a first case, using the time margin reference value as the time margin between the target vehicle and the target obstacle, the first case being that the relative distance is greater than the braking distance, and the speed of the vehicle traveling ahead of the target obstacle is greater than the speed of the vehicle traveling behind, and the sum of the first ratio and the second ratio is greater than a third constant, wherein the first ratio... The first ratio is the ratio between the square of the fifth difference and the square of the fourth constant. The second ratio is the ratio between the square of the relative speed and the square of the fifth constant. In response to the current second case, the ratio of the time margin reference value to the sixth constant is used as the time margin between the target vehicle and the target obstacle. The second case excludes the first case and the fifth difference is greater than the product of the sixth difference and the seventh constant. The sixth difference is the speed of the rear vehicle minus the speed of the front vehicle, and the seventh constant is negative. In response to the current third case, the eighth constant is used as the time margin between the target vehicle and the target obstacle. The third case excludes the first and second cases and the sum of the first and second ratios is less than or equal to the third constant. In response to the current fourth case, a preset value is used as the time margin between the target vehicle and the target obstacle. The fourth case excludes cases other than the first, second, and third cases. The safety assessment parameters obtained based on the preset value cannot activate the cruise control function.

[0121] In some embodiments, the safety assessment parameter determination module 82 determines safety assessment parameters based on the safety margin between the target vehicle and each target obstacle, including: for each target obstacle, weighting the safety margins between the target vehicle and the target obstacle to obtain the safety level parameter of the target obstacle; and selecting a representative safety level parameter from the safety level parameters of each target obstacle as the safety assessment parameter.

[0122] In some embodiments, the control module 83 controls the state of the cruise control function based on safety assessment parameters, including: controlling the cruise control function to enter the active state in response to the safety assessment parameters meeting preset safety conditions; or, controlling the cruise control function to enter the active state in response to the safety assessment parameters meeting preset safety conditions and the current environmental information of the target vehicle meeting preset environmental conditions.

[0123] In some embodiments, the preset environmental condition satisfied by the current environmental information comprises at least one of the following: a lane line is complete, the target vehicle is not currently at a preset type of intersection, a road curvature satisfies a curvature requirement, and a pose of the target vehicle satisfies a pose requirement.

[0124] In some embodiments, before the target obstacle determination module 81 determines the at least one target obstacle of the target vehicle, the method further comprises: in response to the current environmental information of the target vehicle satisfying a preset environmental condition, detecting whether the target vehicle has an obstacle; in response to the target vehicle not having an obstacle, controlling the cruise control function to enter an active state; in response to the target vehicle having an obstacle, performing determination of the at least one target obstacle of the target vehicle; and / or, the cruise control method further comprises: in response to the driver of the target vehicle having an intervention intention, prompting the driver to manually drive, and exiting or inhibiting the cruise control function, when the cruise control function is in the active state, the non-active state comprising at least one of an exit state and an inhibition state.

[0125] In some embodiments, the target obstacle determination module 81 determines the at least one target obstacle of the target vehicle, comprising: based on the state information of each obstacle of the target vehicle, predicting a predicted driving trajectory of each obstacle; and based on the predicted driving trajectory of each obstacle, selecting a target obstacle that enters a predicted driving area of the target vehicle within a preset future time.

[0126] In some embodiments, the state information comprises at least one of pose information and motion information, the pose information comprising at least one of a position and a heading angle, and the motion information comprising at least one of a speed and an acceleration; and / or, before the target obstacle determination module 81 selects a target obstacle that enters a predicted driving area of the target vehicle within a preset future time based on the predicted driving trajectory of each obstacle, the cruise control method further comprises: generating the predicted driving area using at least one of lane line information of a lane in which the target vehicle is located and a predicted driving trajectory of the target vehicle, wherein the predicted driving trajectory of the target vehicle is predicted using state information of the target vehicle.

[0127] Referring to Figure 9 , Figure 9 is a structural schematic diagram of an embodiment of an electronic device provided by the present application. In this embodiment, the electronic device 90 comprises a processor 91 and a memory 92.

[0128] The processor 91 can also be referred to as a CPU (Central Processing Unit). The processor 91 can be an integrated circuit chip having a processing capability of signals. The processor 91 can also be a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application-Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic device, discrete gate or transistor logic device, discrete hardware component. The general-purpose processor can be a microprocessor or the processor 91 can also be any conventional processor 91 and the like.

[0129] The memory 92 in the electronic device 90 is used to store program instructions required by the processor 91 to run.

[0130] The processor 91 is used to execute program instructions to implement the method provided by any of the above embodiments and any non-conflicting combination.

[0131] Please refer to Figure 10 , Figure 10 is a structural schematic diagram of the computer readable storage medium provided by the present application. The computer readable storage medium 100 of the embodiment of the present application stores program instructions 101, which are executed to implement the method provided by any of the above embodiments and any non-conflicting combination. Wherein, the program instructions 101 can form a program file and be stored in the above computer readable storage medium 100 in the form of a software product, so that a computer device (which can be a personal computer, a server, or a network device, etc.) executes all or part of the steps of the method of each embodiment of the present application. And the aforementioned computer readable storage medium 100 includes: a U disk, a mobile hard disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes, or a computer, a server, a mobile phone, a tablet and other terminal devices.

[0132] The above scheme, after determining at least one target obstacle of the target vehicle, can determine a safety evaluation parameter of the target vehicle based on the relative state information between the target vehicle and each target obstacle, and then control the state of the cruise control function based on the safety evaluation parameter, wherein the state of the cruise control function includes an activated state and a non-activated state, and when the cruise control function is in the activated state, the target vehicle is controlled to travel according to the preset cruise parameters. As can be seen from the above, the scheme of the present application can automatically control the state of the cruise control function according to the safety evaluation parameter of the target vehicle.

[0133] In some embodiments, the apparatus provided by the embodiments of the present disclosure has functions or includes modules that can be used to perform the methods described in the above method embodiments, and the specific implementation can refer to the description of the above method embodiments. For brevity, it will not be repeated here.

[0134] The above description of various embodiments tends to emphasize the differences between various embodiments, and the same or similar parts can be referred to each other. For brevity, it will not be repeated here.

[0135] In several embodiments provided in the present application, it should be understood that the disclosed methods and apparatuses can be implemented in other ways. For example, the above-described apparatus implementation is only schematic, for example, the division of modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed each other can be indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other form.

[0136] The unit described as a separate component can or can not be physically separated, and the component shown as a unit can or can not be a physical unit, that is, it can be located in one place, or it can be distributed to a plurality of network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the present embodiment scheme.

[0137] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0138] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute all or part of the steps of the methods of the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0139] The above is only the embodiment of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation using the content of the specification and drawings, or direct or indirect application in other related technical fields, is also included in the patent protection scope of the present application.

Claims

1. A cruise control method, characterized in that, The method includes: Identify at least one target obstacle for the target vehicle; Based on the relative state information between the target vehicle and each of the target obstacles, the safety margin between the target vehicle and each of the target obstacles is obtained respectively; the safety margin includes a space margin, which is determined based on the expected distance between the target vehicle and the corresponding target obstacle during cruise and the relative distance between the target vehicle and the corresponding target obstacle; the expected distance is determined using the relative distance, a preset headway, the target vehicle's own speed, a preset cruise speed, the shortest following distance, and distance compensation parameters; the shortest following distance represents the shortest distance between the target vehicle and the target obstacle after the rear vehicle brakes to follow the front vehicle. Based on the safety margin between the target vehicle and each of the target obstacles, the safety assessment parameters of the target vehicle are determined; The state of the cruise control function is controlled based on the safety assessment parameters, and the state of the cruise control function includes an active state and an inactive state. When the cruise control function is active, the target vehicle is controlled to drive according to preset cruise parameters; The determination of the desired distance, using the relative distance, preset headway, the target vehicle's speed, preset cruising speed, shortest following distance, and distance compensation parameters, includes: In response to the relative distance between the target vehicle and the target obstacle being less than the distance compensation parameter, the system obtains the first product between the preset headway and the vehicle speed, the shortest following distance, the first difference, and the second product between the second difference. The sum of the first and second products is taken as the expected distance. The first difference is a first constant minus the ratio between the vehicle speed and the preset cruising speed. The second difference is a second constant minus the ratio between the third and fourth differences. The third difference is the difference between the relative distance and the shortest following distance. The fourth difference is the difference between the distance compensation parameter and the shortest following distance. In response to the fact that the relative distance between the target vehicle and the target obstacle is not less than the distance compensation parameter, the first product between the preset headway and the vehicle speed, and the third product between the shortest following distance and the first difference are obtained, and the sum of the first product and the third product is taken as the expected distance.

2. The method according to claim 1, characterized in that, The safety margin also includes a time margin. The spatial margin reflects the distance relationship between the target vehicle and the target obstacle when the cruise control function is activated. The time margin reflects the length of time it would take for the rear-moving vehicle and the front-moving vehicle to collide when the target vehicle and the target obstacle are traveling in the current state. The safety assessment parameters are positively correlated with the safety margin.

3. The method according to claim 2, characterized in that, The step of obtaining the safety margin between the target vehicle and each of the target obstacles based on the relative state information between the target vehicle and each of the target obstacles further includes: For each of the target obstacles, the braking distance between the target vehicle and the obstacle is obtained. Using the braking distance, the relative distance and relative speed between the target vehicle and the target obstacle, the time margin between the target vehicle and the target obstacle is determined.

4. The method according to claim 3, characterized in that, Based on the desired distance and the relative distance between the target vehicle and the target obstacle, the space margin between the target vehicle and the target obstacle is determined, including: The quotient of the relative distance and the desired distance is taken as the space margin between the target vehicle and the target obstacle, where the relative distance is the distance between the target vehicle and the target obstacle; And / or, determining the time margin between the target vehicle and the target obstacle using the braking distance and the relative distance and relative speed between the target vehicle and the target obstacle includes: The fifth difference is obtained by subtracting the braking distance from the relative distance. The quotient between the fifth difference and the absolute value of the relative speed is used as a time margin reference value between the target vehicle and the target obstacle. In response to the current situation being the first case, the time margin reference value is used as the time margin between the target vehicle and the target obstacle. The first case is that the relative distance is greater than the braking distance, and the speed of the vehicle traveling ahead of the obstacle is greater than the speed of the vehicle traveling behind, and the sum of the first ratio and the second ratio is greater than the third constant. The first ratio is the ratio between the square of the fifth difference and the square of the fourth constant, and the second ratio is the ratio between the square of the relative speed and the square of the fifth constant. In response to the current situation being the second case, the ratio of the time margin reference value to the sixth constant is used as the time margin between the target vehicle and the target obstacle. The second case is the exclusion of the first case, and the fifth difference is greater than the product of the sixth difference and the seventh constant. The sixth difference is the speed of the rear vehicle minus the speed of the front vehicle, and the seventh constant is a negative number. In response to the current situation being a third case, the eighth constant is used as the time margin between the target vehicle and the target obstacle. The third case is when the first and second cases are excluded, and the sum of the first ratio and the second ratio is less than or equal to the third constant. In response to the current situation being the fourth case, a preset value is used as the time margin between the target vehicle and the target obstacle. The fourth case is the case other than the first, second and third cases. The safety assessment parameters obtained based on the preset value cannot enable the cruise control function to enter the active state.

5. The method according to claim 1, characterized in that, The determination of the safety assessment parameters based on the safety margin between the target vehicle and each of the target obstacles includes: For each of the target obstacles, the safety margins between the target vehicle and the target obstacle are weighted to obtain the safety level parameters of the target obstacle; A representative safety level parameter is selected from the safety level parameters of each of the target obstacles to serve as the safety assessment parameter.

6. The method according to claim 1, characterized in that, The control of the cruise control function based on the safety assessment parameters includes: In response to the safety assessment parameters meeting preset safety conditions, the cruise control function is controlled to enter the activated state; or, In response to the safety assessment parameters meeting preset safety conditions and the current environmental information of the target vehicle meeting preset environmental conditions, the cruise control function is controlled to enter the activated state.

7. The method according to claim 6, characterized in that, The current environmental information meets at least one of the following preset environmental conditions: the lane lines are complete, the current location is not at a preset type of intersection, the road curvature meets the curvature requirement, and the target vehicle's pose meets the pose requirement.

8. The method according to claim 1, characterized in that, Prior to identifying at least one target obstacle of the target vehicle, the method further includes: In response to the target vehicle's current environmental information meeting preset environmental conditions, the system detects whether the target vehicle has any obstacles. In response to the absence of obstacles on the target vehicle, the cruise control function is controlled to enter the activated state; In response to the presence of an obstacle on the target vehicle, the determination of at least one target obstacle of the target vehicle is performed; wherein the current environmental information satisfies at least one of the following preset environmental conditions: lane lines are intact, the current location is not at an intersection of a preset type, the road curvature meets the curvature requirement, and the pose of the target vehicle meets the pose requirement. And / or, the method further includes: When the cruise control function is in the active state, in response to the driver of the target vehicle having an intention to intervene, the driver is prompted to drive manually and to exit or suppress the cruise control function. The inactive state includes at least one of the exit state and the suppress state.

9. The method according to claim 1, characterized in that, The determination of at least one target obstacle for the target vehicle includes: Based on the state information of each obstacle of the target vehicle, the predicted driving trajectory of each obstacle is predicted; Based on the driving trajectory of each obstacle, target obstacles that are expected to enter the target vehicle's predicted driving area within a preset future time are selected.

10. The method according to claim 9, characterized in that, The state information includes pose information and motion information, wherein the pose information includes at least one of position and heading angle, and the motion information includes at least one of velocity and acceleration. And / or, before selecting target obstacles that will enter the predicted driving area of ​​the target vehicle within a preset future time based on the driving trajectories of each of the obstacles, the method further includes: The predicted driving area is generated using at least one of the lane line information of the lane where the target vehicle is located and the predicted driving trajectory of the target vehicle, wherein the predicted driving trajectory of the target vehicle is predicted using the state information of the target vehicle.

11. An electronic device, characterized in that, Including interconnected memory and processor, The memory stores program instructions; The processor is used to execute program instructions stored in the memory to implement the method according to any one of claims 1-10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store program instructions that can be executed to implement the method of any one of claims 1-10.

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