A method and system for processing vehicles in a curve by a cruise system

Abstract

The present application relates to a method and system for processing vehicles in a curve by a cruise system, which identifies whether the lane lines in the curve are clear; when the lane lines are not clear, the driving data of the own vehicle is obtained to obtain the pre-driving trajectory of the own vehicle, and then clustering is performed according to the number and distribution positions of target vehicles in the curve. The overlap between the pre-driving trajectory of the own vehicle and the area where the target vehicles are located after clustering is analyzed according to a second set rule, and it is determined whether the own vehicle performs braking, so as to distinguish different distribution situations of the target vehicles, so as to avoid the problem that the high-sensing radar and camera will perform braking on all the target vehicles in the expected route when the adaptive cruise system is turned on and there are no lane lines on the road surface, resulting in a large number of false braking problems.

Description

Technical Field

[0001] The present application relates to the field of automobile safety technology, and in particular to a method and system for a cruise system to process a vehicle in a curve. Background Art

[0002] At present, with the improvement of driving assistance level, more powerful perception systems are used in intelligent assisted driving functions, but powerful perception systems are also a double-edged sword. On the one hand, they can improve the safety of driving assistance functions and help drivers better observe the road traffic environment. On the other hand, they may be followed by a large number of false triggering and false braking problems. Reducing false braking while ensuring safety has become an urgent problem to be solved.

[0003] In some related technologies, when the adaptive cruise system detects the presence of a target vehicle on the driving path, the vehicle will automatically perform braking; when there are lane lines, the driving path of the vehicle is determined based on the current lane. When there are no lane lines or the lane lines are unclear, the driving path is predicted based on the driver's driving behavior, that is, when the vehicle posture or steering wheel is adjusted, the predicted trajectory will change accordingly. When the new trajectory coincides with the target and meets certain requirements, braking will occur. However, the predicted path at this time may not represent the driver's actual driving intention. Such unexpected braking will greatly reduce the driver's driving experience;

[0004] Specifically, when the adaptive cruise control system is turned on and there are no lane lines on the road, the highly-perceived radar and camera will brake all target vehicles within their expected route. However, these brakes are often not what the driver expects. Since the car is driving on a curve, the intelligent cruise control system, as a comfort-first function, will produce a large number of false brakes, which will reduce the user experience and is also dangerous. Summary of the invention

[0005] The embodiments of the present application provide a method and system for a cruise system to process a vehicle in a curve, so as to solve the problem in the related art that the cruise system in a curve environment may cause a large number of false braking of the vehicle, thereby reducing the user experience.

[0006] In a first aspect, a method for a cruise control system to process a vehicle in a curve is provided, comprising:

[0007] Identify lane lines in curves;

[0008] If the lane line is clear, identify whether there is a target vehicle in the own lane, and perform the following operations according to the identification result: when there is a target vehicle in the own lane, determine whether the own vehicle brakes according to the first setting rule; when there is no target vehicle in the own lane, the own vehicle does not brake;

[0009] If the lane line is unclear or there is no lane line, the driving data of the self-vehicle and the position data and number of the target vehicles in the curve are obtained; then the pre-driving trajectory of the self-vehicle is calculated based on the driving data of the self-vehicle; based on the position data and the number of the target vehicles in the curve, and the pre-driving trajectory of the self-vehicle, it is determined whether the self-vehicle brakes according to the second setting rule.

[0010] In some embodiments, when there is a target vehicle in the ego lane, determining whether the ego vehicle brakes according to a first setting rule includes the following steps:

[0011] When it is detected that the distance between the self-vehicle and the target vehicle reaches the pre-collision distance, a first target overlap rate and a first target relative angle are obtained;

[0012] Obtain the actual overlap rate and actual relative angle between the ego vehicle and the target vehicle in the ego lane;

[0013] Compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively;

[0014] If the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, braking is performed;

[0015] If the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, no braking is performed.

[0016] In some embodiments, the self-vehicle driving data includes the vehicle initial position, the front wheel slip angle, the steering wheel angle, the inner wheel speed, the outer wheel speed, the vehicle driving speed and the wheel track;

[0017] Calculating a pre-driving trajectory of the ego vehicle based on the ego vehicle driving data includes the following steps:

[0018] The front wheel angle is obtained based on the steering wheel angle and the transmission ratio, and then the vehicle heading angle is calculated based on the front wheel sideslip angle;

[0019] The curvature of the track is calculated based on the inner wheel speed, the outer wheel speed, the vehicle speed and the wheel track;

[0020] Derivative the trajectory curvature to obtain the rate of change of the trajectory curvature;

[0021] Based on the initial position of the vehicle, the heading angle of the vehicle, the trajectory curvature and the rate of change of the trajectory curvature, a pre-driving trajectory of the vehicle is derived.

[0022] In some embodiments, the number of target vehicles in the curve is one;

[0023] Based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the self-vehicle, and according to the second setting rule, determining whether to brake includes the following steps:

[0024] A boundary line identical to the pre-travel trajectory of the ego vehicle is respectively set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle;

[0025] If the target vehicle's area in the curve overlaps with the collision safety area, and the distance between the ego vehicle and the overlapping position is less than the second design distance, the ego vehicle brakes;

[0026] Otherwise, the ego vehicle does not brake.

[0027] In some embodiments, the number of target vehicles in the curve is multiple;

[0028] Based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the self-vehicle, and according to the second setting rule, determining whether to brake includes the following steps:

[0029] A boundary line identical to the pre-travel trajectory of the ego vehicle is respectively set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle;

[0030] Determine whether multiple target vehicles can be clustered according to clustering conditions;

[0031] If yes, clustering is performed to obtain a detection area; then analysis data is obtained based on the detection area and the collision safety area; the analysis data is analyzed, and then the vehicle is braked according to the result;

[0032] If not, when it is recognized that the distance between the target vehicle and the own vehicle is less than the second design distance, the own vehicle brakes.

[0033] In some embodiments, the clustering condition is:

[0034] The number of target vehicles is greater than the set number, and the longitudinal distance between two adjacent target vehicles is less than the third design distance, and the lateral distance between two adjacent target vehicles is less than the third design distance.

[0035] In some embodiments, obtaining analysis data based on the detection area and the collision safety area includes the following steps:

[0036] Compare the detection area with the collision safety area to obtain the distribution of the overlapping area between the two;

[0037] Get the actual distance between the vehicle and the overlapping area;

[0038] The overlapping area with the smallest actual distance from the ego vehicle is screened out, and then the analysis data corresponding to the overlapping area is obtained; the analysis data includes the position of the overlapping area on the target vehicle, the minimum value of the actual distance, and the actual overlap rate and actual relative angle between the ego vehicle and the target vehicle.

[0039] In some embodiments, the analysis data is analyzed and then the vehicle is braked based on the results:

[0040] When the overlapping area closest to the ego vehicle is located at the rear of the target vehicle, obtaining the first target overlap rate and the first target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle;

[0041] Compare the minimum of the actual distances with the second designed distance:

[0042] If the minimum value of the actual distance is greater than the second design distance, the ego vehicle does not brake;

[0043] If the minimum value of the actual distance is less than or equal to the second design distance, perform the following operations; compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively; if the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, the vehicle is braked; if the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, the vehicle is not braked.

[0044] In some embodiments, the analysis data is analyzed and then the vehicle is braked based on the results:

[0045] When the overlapping area closest to the ego vehicle is located on the side of the target vehicle, obtaining the second target overlap rate and the second target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle;

[0046] The actual overlap rate and the actual relative angle are compared with the second target overlap rate and the second target relative angle respectively; if the actual overlap rate is greater than or equal to the second target overlap rate, and the actual relative angle is less than or equal to the second target relative angle, the delay time is calculated according to the speed of the own vehicle and the speed of the target vehicle, and the minimum value of the actual distance, and the self-vehicle is braked after the delay time; if the actual overlap rate is less than the second target overlap rate, or the actual relative angle is greater than the second target relative angle, the self-vehicle is not braked.

[0047] In a second aspect, a processing system for a cruise system to process a vehicle in a curve is provided, comprising:

[0048] The first module is used to identify lane lines in a curve;

[0049] The second module is used to identify whether there is a target vehicle in the self-lane when the lane line is clear, and perform the following operations according to the identification result: when there is a target vehicle in the self-lane, determine whether the self-vehicle brakes according to the first setting rule; when there is no target vehicle in the self-lane, the self-vehicle does not brake;

[0050] The second module is used to obtain the driving data of the self-vehicle and the position data and number of target vehicles in the curve when the lane lines are unclear or there are no lane lines; calculate the pre-driving trajectory of the self-vehicle based on the driving data of the self-vehicle; based on the position data and number of target vehicles in the curve, and the pre-driving trajectory of the self-vehicle, determine whether the self-vehicle brakes according to the second set rule.

[0051] The beneficial effects of the technical solution provided by this application include:

[0052] The embodiment of the present application provides a method and system for a cruise system to handle vehicles in a curve, which identifies whether the lane lines in the curve are clear; when they are not clear, the driving data of the own vehicle and the position data and number of the target vehicles in the curve are obtained, so as to obtain the pre-driving trajectory of the own vehicle, and then cluster processing is performed according to the number and distribution positions of the target vehicles. The overlap between the pre-driving trajectory of the own vehicle and the area where the target vehicles are located after cluster processing is analyzed according to a second set rule, and it is determined whether the self-vehicle performs braking, so as to distinguish different distribution situations of the target vehicles, so as to avoid the problem that the high-perception radar and camera will perform braking on all target vehicles in the expected route when the adaptive cruise system is turned on and there are no lane lines on the road surface, resulting in a large number of false braking problems. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0054] Figure 1 A general flow chart of a method for the cruise system provided in an embodiment of the present application to process a vehicle in a curve;

[0055] Figure 2 A schematic diagram of the pre-driving trajectories of the target vehicle and the ego vehicle that meet the clustering conditions provided in an embodiment of the present application. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0057] A method and system for a cruise system to process a vehicle in a curve, so as to solve the problem in the related art that when the vehicle is in a curve environment and there are no lane lines, the cruise system may cause a large number of false braking of the vehicle, thereby reducing the user experience.

[0058] See also Figure 1 A method for a cruise system to process a vehicle in a curve comprises the following steps:

[0059] Step 100: The high-sensing radar and camera recognize lane lines in the curve when the adaptive cruise control system is turned on;

[0060] Step 101, judging the recognition result, and executing the following steps;

[0061] Step 103: If the lane lines are clear, identify whether there are target vehicles in the own lane and the adjacent lane, and perform the following operations based on the identification results: when there is a target vehicle in the own lane, determine whether the own vehicle brakes according to the first setting rule; when there is no target vehicle in the own lane, the own vehicle does not brake; or when there is a vehicle in the adjacent lane and no target vehicle in the own lane, the own vehicle does not brake.

[0062] Step 102: If the lane line is unclear or there is no lane line, obtain the self-vehicle driving data and the position data and number of target vehicles in the curve; then calculate the self-vehicle pre-driving trajectory based on the self-vehicle driving data; based on the position data and number of target vehicles in the curve, and the self-vehicle pre-driving trajectory, determine whether the self-vehicle brakes according to the second set rule.

[0063] Through the above steps, it is possible to identify whether the lane line in the curve is clear; when it is not clear, the driving data of the own vehicle and the position data and number of the target vehicles in the curve are obtained, so as to obtain the pre-driving trajectory of the own vehicle, and then cluster processing is performed according to the number and distribution positions of the target vehicles. The overlap between the pre-driving trajectory of the own vehicle and the area where the target vehicles are located after clustering processing is analyzed according to the second set rule, and it is determined whether the self-vehicle performs braking, so as to distinguish different distribution situations of the target vehicles, so as to avoid the high-perception radar and camera from performing braking on all target vehicles in the expected route when the adaptive cruise system is turned on and there are no lane lines on the road, resulting in a large number of false braking problems, thereby improving the driving experience.

[0064] In some preferred embodiments, in step 103, when there is a target vehicle in the own lane, the step of determining whether the own vehicle brakes according to the first setting rule is specifically explained:

[0065] 1030. When it is detected that the distance between the self-vehicle and the target vehicle reaches the pre-collision distance, a first target overlap rate and a first target relative angle are obtained;

[0066] 1031. Obtaining an actual overlap rate and an actual relative angle between the ego vehicle and the target vehicle in the ego lane;

[0067] 1032. Compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively;

[0068] 1033. If the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, braking is performed; if the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, braking is not performed. The overlap rate is the overlap rate between the front of the ego vehicle and the rear of the target vehicle, and the relative angle is the offset angle of the center of the front of the ego vehicle relative to the center of the rear of the target vehicle. This situation is when it is detected that the ego vehicle will collide with the target vehicle when following the vehicle, and the ego vehicle performs a lane change and overtaking operation; the pre-collision distance is greater than the set collision safety distance.

[0069] 1034. In addition, when the ego vehicle can fully identify the lane lines and vehicle operating conditions in the curve, when there are target vehicles in lanes other than the lane where the ego vehicle is located, the system believes that the driver will give priority to driving along the current lane line, so the braking strategy is not executed for the stationary target vehicle in the adjacent lane.

[0070] The above self-vehicle driving data includes the vehicle's initial position, front wheel sideslip angle, steering wheel angle, inner wheel speed, outer wheel speed, vehicle driving speed and wheel track; the self-vehicle refers to a vehicle with an adaptive cruise control system, the lane it is in is the self-lane, and other lanes are adjacent lanes.

[0071] In some preferred embodiments, in step 102, the pre-travel trajectory of the ego vehicle is calculated based on the ego vehicle driving data. Figure 2 The process is marked as A, and includes the following steps:

[0072] 1020. Calculate the front wheel angle according to the steering wheel angle and the transmission ratio, and then calculate the vehicle heading angle in combination with the front wheel sideslip angle;

[0073] 1021. Calculate the curvature of the track according to the wheel speed of the inner wheel, the wheel speed of the outer wheel, the vehicle speed and the wheel track; and derive the curvature of the track to obtain the rate of change of the curvature of the track;

[0074] 1022. Based on the initial position of the vehicle, the heading angle of the vehicle, the trajectory curvature, and the rate of change of the trajectory curvature, a pre-driving trajectory of the vehicle is obtained.

[0075] That is, the vehicle's pre-travel trajectory is calculated according to the following formula:

[0076] y=a0+a1*x+a2*x^2+a3*x^3;

[0077] Where y is the horizontal coordinate of the curve, x is the vertical coordinate of the curve, a0 is the initial position of the ego vehicle in the ground coordinate system, a1 is the heading angle ξ of the ego vehicle, a2 is 1 / 2 of the trajectory curvature cur, and a3 is the rate of change of the trajectory curvature.

[0078] The heading angle of the vehicle ξ = δ-α, α is the sideslip angle of the front wheel of the vehicle; the front wheel steering angle δ = θ / r, where θ is the steering wheel angle, which can be obtained through the steering wheel angle sensor; r is the transmission ratio.

[0079] cur=(v1-v2) / A*cosδ*v, where v1 is the wheel speed of the inner wheel of the vehicle, which is obtained by the wheel speed sensor; v2 is the wheel speed of the outer wheel of the vehicle, which is obtained by the wheel speed sensor; A is the wheelbase of the inner and outer wheels; v is the driving speed of the vehicle, which is obtained by the sensor or wheel speed calculation;

[0080] The initial position a0 of the vehicle can be obtained through the sensor, and the curvature change rate a3 can be obtained by derivation of the curvature. Therefore, if the above parameters are all known, different pre-driving trajectories of the ego vehicle can be obtained at different vehicle speeds through the input of the driver's steering wheel angle. The pre-driving trajectory of the ego vehicle is constantly changing during the driving process of the ego vehicle.

[0081] Further, based on the above, the pre-driving trajectory of the self-vehicle in step 102 and determining whether to brake according to the second setting rule include the following steps:

[0082] 1023. In the first case, the number of target vehicles in the curve is one.

[0083] A boundary line identical to the pre-travel trajectory of the ego vehicle is respectively set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle;

[0084] If the target vehicle's area in the curve overlaps with the collision safety area, and the distance between the ego vehicle and the overlapping position is less than the second design distance, the ego vehicle brakes; otherwise, the ego vehicle does not brake. The second design distance is the distance at which a collision occurs.

[0085] 1024. In the second case, there are multiple target vehicles in the curve.

[0086] 10240. A boundary line identical to the pre-travel trajectory of the ego vehicle is set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle; the collision safety area is as follows: Figure 2 The target vehicle is marked as C in Figure 2 Mark B in

[0087] 10241. Determine whether multiple target vehicles can be clustered according to clustering conditions; the clustering conditions are: the number of target vehicles is greater than a set number, and the longitudinal distance between two adjacent target vehicles is less than a third design distance, and the lateral distance between two adjacent target vehicles is less than the third design distance.

[0088] 10242. If yes, clustering is performed to obtain the detection area; then analysis data is obtained based on the detection area and the collision safety area; the analysis data is analyzed, and then the vehicle brakes according to the result; this situation is: among the adjacent parked stationary vehicles, when the number of adjacent stationary targets reaches a certain number, and the longitudinal distance D1 and the lateral distance D2 between them are less than the corresponding threshold, it is considered that the several vehicles that meet the conditions can be clustered into one category to form a detection area, which is regarded as a large target, such as Figure 2 Targets 1, 2, 3, and 4 in the figure represent target vehicles, and D1 and D2 are calibrated and adjusted according to different vehicle speeds.

[0089] 10243. If not, when it is identified that the distance between the target vehicle and the ego vehicle is less than the second design distance, the ego vehicle brakes, that is, the normal braking logic is executed for the current target vehicle.

[0090] Among them, it focuses on the regular and irregular parking of vehicles on curves; the regular and irregular driving of vehicles on curves; and in this case, how to avoid misbraking when the vehicle passes other vehicles in the curve.

[0091] In step 10242, analysis data is obtained based on the detection area and the collision safety area. Figure 2 , including the following steps:

[0092] Compare the detection area with the collision safety area to obtain the distribution of the overlapping area between the two;

[0093] Get the actual distance between the vehicle and the overlapping area;

[0094] The overlapping area with the smallest actual distance from the ego vehicle is screened out, and then the analysis data corresponding to the overlapping area is obtained; the analysis data includes the position of the overlapping area on the target vehicle, the minimum value of the actual distance, and the actual overlap rate and actual relative angle between the ego vehicle and the target vehicle.

[0095] The analysis data is analyzed, and then the vehicle is braked according to the result:

[0096] In the first case, when the overlapping area closest to the ego vehicle is located at the rear of the target vehicle, the first target overlap rate and the first target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle are obtained;

[0097] Compare the minimum of the actual distances with the second designed distance:

[0098] If the minimum value of the actual distance is greater than the second design distance, the ego vehicle does not brake;

[0099] If the minimum value of the actual distance is less than or equal to the second design distance, perform the following operations; compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively; if the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, the vehicle is braked; if the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, the vehicle is not braked.

[0100] In the second case, when the overlapping area closest to the ego vehicle is located on the side of the target vehicle, the second target overlap rate and the second target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle are obtained;

[0101] The actual overlap rate and the actual relative angle are compared with the second target overlap rate and the second target relative angle respectively; if the actual overlap rate is greater than or equal to the second target overlap rate, and the actual relative angle is less than or equal to the second target relative angle, the delay time is calculated according to the speed of the own vehicle and the speed of the target vehicle, and the minimum value of the actual distance, and the self-vehicle is braked after the delay time; if the actual overlap rate is less than the second target overlap rate, or the actual relative angle is greater than the second target relative angle, the self-vehicle is not braked.

[0102] Among them, the delayed braking process is performed based on the original braking timing, and the specific delay time is calibrated according to different TTCs to avoid a short delay time that fails to avoid misbraking, or a long delay time that causes danger. TTC = Dr / (Ve-Vo) TTC is the collision time between the front vehicle and the vehicle, Ve is the vehicle speed, which is calculated by sensors or wheel speeds; Vo is the target vehicle speed, which can be obtained by radar; Dr is the relative distance, which can be obtained by radar.

[0103] To sum up, the braking logic of the adaptive cruise control system on a stationary vehicle in a curve is comprehensively considered, which not only satisfies the safety function of the function under this working condition but also satisfies the driving comfort of the driver and avoids frequent misbraking.

[0104] A processing system for a cruise system on a vehicle in a curve, comprising:

[0105] The first module is used to identify lane lines in a curve;

[0106] The second module is used to identify whether there is a target vehicle in the own lane and the adjacent lane when the lane line is clear, and perform the following operations according to the identification result: when there is a target vehicle in the own lane, determine whether the own vehicle brakes according to the first setting rule; when there is no target vehicle in the own lane, the own vehicle does not brake;

[0107] The second module is used to obtain the driving data of the self-vehicle and the position data and number of target vehicles in the curve when the lane lines are unclear or there are no lane lines; calculate the pre-driving trajectory of the self-vehicle based on the driving data of the self-vehicle; based on the position data and number of target vehicles in the curve, and the pre-driving trajectory of the self-vehicle, determine whether the self-vehicle brakes according to the second set rule.

[0108] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0109] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0110] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A method for a cruise system to process a vehicle in a curve, characterized in that: It includes: Identify lane lines in curves; If the lane line is clear, identify whether there is a target vehicle in the own lane, and perform the following operations according to the identification result: when there is a target vehicle in the own lane, determine whether the own vehicle brakes according to the first setting rule; when there is no target vehicle in the own lane, the own vehicle does not brake; If the lane line is unclear or there is no lane line, the self-vehicle driving data and the position data and number of the target vehicles in the curve are obtained; then the self-vehicle pre-driving trajectory is calculated based on the self-vehicle driving data; Based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the ego vehicle, and in accordance with a second set rule, determining whether the ego vehicle should brake; When the number of target vehicles in the curve is one; based on the position data and number of target vehicles in the curve, as well as the pre-travel trajectory of the self-vehicle, and according to the second setting rule, determining whether to brake includes the following steps: A boundary line identical to the pre-travel trajectory of the ego vehicle is set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle; if the area where the target vehicle is located in the curve overlaps with the collision safety area, and the distance between the ego vehicle and the overlapping position is less than the second design distance, the ego vehicle brakes; otherwise, the ego vehicle does not brake; When there are multiple target vehicles in the curve, determining whether to brake based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the self-vehicle and according to the second setting rule includes the following steps: A boundary line identical to the pre-travel trajectory of the ego vehicle is set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle; it is determined whether multiple target vehicles can be clustered according to clustering conditions; if so, clustering is performed to obtain a detection area; then analysis data is obtained based on the detection area and the collision safety area; the analysis data is analyzed, and then the ego vehicle is braked according to the result; if not, when it is identified that the distance between the target vehicle and the ego vehicle is less than the second design distance, the ego vehicle is braked.

2. The method for handling a vehicle in a curve by a cruise control system as claimed in claim 1, characterized in that: When there is a target vehicle in the own lane, determining whether the own vehicle brakes according to a first setting rule includes the following steps: When it is detected that the distance between the self-vehicle and the target vehicle reaches the pre-collision distance, a first target overlap rate and a first target relative angle are obtained; Obtain the actual overlap rate and actual relative angle between the ego vehicle and the target vehicle in the ego lane; Compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively; If the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, braking is performed; If the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, no braking is performed.

3. The method for handling vehicles in a curve by a cruise control system as claimed in claim 1, characterized in that: The self-vehicle driving data includes the vehicle initial position, front wheel sideslip angle, steering wheel angle, inner wheel speed, outer wheel speed, vehicle driving speed and wheel track; Calculating a pre-driving trajectory of the ego vehicle based on the ego vehicle driving data includes the following steps: The front wheel angle is obtained based on the steering wheel angle and the transmission ratio, and then the vehicle heading angle is calculated based on the front wheel sideslip angle; The curvature of the track is calculated based on the wheel speed of the inner wheel, the wheel speed of the outer wheel, the vehicle speed and the wheel track; Derivative the trajectory curvature to obtain the rate of change of the trajectory curvature; Based on the initial position of the vehicle, the heading angle of the vehicle, the trajectory curvature and the rate of change of the trajectory curvature, a pre-driving trajectory of the vehicle is derived.

4. The method for handling a vehicle in a curve by a cruise control system as claimed in claim 1, characterized in that: The clustering conditions are: The number of target vehicles is greater than the set number, and the longitudinal distance between two adjacent target vehicles is less than the third design distance, and the lateral distance between two adjacent target vehicles is less than the third design distance.

5. The method for handling vehicles in a curve by a cruise control system as claimed in claim 1, characterized in that: Obtaining analysis data based on the detection area and the collision safety area includes the following steps: Compare the detection area with the collision safety area to obtain the distribution of the overlapping area between the two; Get the actual distance between the vehicle and the overlapping area; The overlapping area with the smallest actual distance from the ego vehicle is screened out, and then the analysis data corresponding to the overlapping area is obtained; the analysis data includes the position of the overlapping area on the target vehicle, the minimum value of the actual distance, and the actual overlap rate and actual relative angle between the ego vehicle and the target vehicle.

6. The method for handling vehicles in a curve by a cruise control system as claimed in claim 5, characterized in that: Analyze the analysis data and then brake the vehicle based on the results: When the overlapping area closest to the ego vehicle is located at the rear of the target vehicle, obtaining the first target overlap rate and the first target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle; Compare the minimum of the actual distances with the second designed distance: If the minimum value of the actual distance is greater than the second design distance, the ego vehicle does not brake; If the minimum value of the actual distance is less than or equal to the second design distance, perform the following operations; compare the actual overlap rate and the actual relative angle with the first target overlap rate and the first target relative angle respectively; if the actual overlap rate is greater than or equal to the first target overlap rate, and the actual relative angle is less than or equal to the first target relative angle, the vehicle is braked; if the actual overlap rate is less than the first target overlap rate, and the actual relative angle is greater than the first target relative angle, the vehicle is not braked.

7. The method for handling a vehicle in a curve by a cruise control system as claimed in claim 5, characterized in that: Analyze the analysis data and then brake the vehicle based on the results: When the overlapping area closest to the ego vehicle is located on the side of the target vehicle, obtaining the second target overlap rate and the second target relative angle, as well as the actual overlap rate and the actual relative angle between the ego vehicle and the target vehicle; The actual overlap rate and the actual relative angle are compared with the second target overlap rate and the second target relative angle respectively; if the actual overlap rate is greater than or equal to the second target overlap rate, and the actual relative angle is less than or equal to the second target relative angle, the delay time is calculated according to the speed of the own vehicle and the speed of the target vehicle, and the minimum value of the actual distance, and the self-vehicle is braked after the delay time; if the actual overlap rate is less than the second target overlap rate, or the actual relative angle is greater than the second target relative angle, the self-vehicle is not braked.

8. A cruise control system for handling vehicles in a curve, characterized in that: It includes: The first module is used to identify lane lines in a curve; The second module is used to identify whether there is a target vehicle in the self-lane when the lane line is clear, and perform the following operations according to the identification result: when there is a target vehicle in the self-lane, determine whether the self-vehicle brakes according to the first setting rule; when there is no target vehicle in the self-lane, the self-vehicle does not brake; The second module is used to obtain the driving data of the vehicle and the position data and number of the target vehicles in the curve when the lane line is unclear or there is no lane line; Calculate a pre-travel trajectory of the ego vehicle based on the ego vehicle travel data; Based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the ego vehicle, and in accordance with a second set rule, determining whether the ego vehicle should brake; When the number of target vehicles in the curve is one; based on the position data and number of target vehicles in the curve, as well as the pre-travel trajectory of the self-vehicle, and according to the second setting rule, determining whether to brake includes the following steps: A boundary line identical to the pre-travel trajectory of the ego vehicle is set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle; if the area where the target vehicle is located in the curve overlaps with the collision safety area, and the distance between the ego vehicle and the overlapping position is less than the second design distance, the ego vehicle brakes; otherwise, the ego vehicle does not brake; When there are multiple target vehicles in the curve, determining whether to brake based on the position data and number of the target vehicles in the curve and the pre-travel trajectory of the self-vehicle and according to the second setting rule includes the following steps: A boundary line identical to the pre-travel trajectory of the ego vehicle is set on both sides of the pre-travel trajectory of the ego vehicle in the lane width direction to form a collision safety area; a first design distance is set between the boundary line and the pre-travel trajectory of the ego vehicle; it is determined whether multiple target vehicles can be clustered according to clustering conditions; if so, clustering is performed to obtain a detection area; then analysis data is obtained based on the detection area and the collision safety area; the analysis data is analyzed, and then the ego vehicle is braked according to the result; if not, when it is identified that the distance between the target vehicle and the ego vehicle is less than the second design distance, the ego vehicle is braked.

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