Vehicle assisted driving decision method and device, terminal equipment and storage medium

Abstract

This invention discloses a vehicle-assisted driving decision-making method, device, terminal equipment, and storage medium. The method includes: constructing a lateral safety potential energy field of the road using structured road information; determining the relative safe distance between the vehicle to be controlled and the target vehicle using the vehicle speed and acceleration information of the vehicle to be controlled, as well as the relative speed information with respect to a target vehicle ahead; and establishing a longitudinal safety potential energy field based on the relative safe distance, so as to determine the vehicle driving decision based on the potential energy of the vehicle to be controlled in the potential energy field, thereby providing assisted control for the vehicle. By implementing this invention, the relative relationship between the vehicle to be controlled, the target vehicle ahead, and the road can be directly determined through the constructed safety potential energy field, so as to quickly determine the optimal driving decision for the vehicle to be controlled, realize the traffic congestion assistance function of the vehicle on urban roads, and thus improve the driving safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle assisted driving, and more particularly to a vehicle assisted driving decision-making method, device, terminal equipment, and storage medium. Background Technology

[0002] Traffic jam assist systems are single-vehicle driving assistance systems designed to improve the flexibility of a single vehicle in congested scenarios and reduce the driver's workload. Currently, commonly used behavioral decision-making methods for traffic jam assist systems include neural network decision-making methods, Markov decision-making methods, Bayesian network decision-making methods, and fuzzy decision-making methods. These methods typically rely on complex algorithms and high-performance computing equipment to process large amounts of data and make accurate vehicle driving decisions. However, due to the complexity and real-time nature of road traffic conditions, traffic jam assist systems may encounter limitations in computing power and response speed when making real-time decisions, thus failing to make optimal vehicle driving decisions in a timely manner, resulting in significant differences from the actual driving behavior decision-making methods of drivers. Summary of the Invention

[0003] This invention provides a vehicle assisted driving decision-making method, device, terminal equipment, and storage medium, which can realize vehicle assisted driving decision-making for different grid ranges and different broadcast frequencies.

[0004] The present invention provides a vehicle assisted driving decision-making method, comprising: acquiring structured road information, constructing a lateral safety potential energy field of the road based on the structured road information, and acquiring the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field;

[0005] The vehicle speed and acceleration information of the vehicle to be controlled are obtained, as well as the relative speed information between the vehicle to be controlled and the target vehicle ahead, and the relative safe distance between the vehicle to be controlled and the target vehicle ahead is determined based on the vehicle speed information, acceleration information and relative speed information.

[0006] Based on the relative safety distance, a longitudinal safety potential energy field is established, and the longitudinal safety potential energy of the vehicle to be controlled is obtained based on the longitudinal safety potential energy field.

[0007] Based on the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy, a vehicle driving decision is determined for the vehicle to be controlled, so as to perform auxiliary control on the vehicle to be controlled according to the vehicle driving decision.

[0008] Furthermore, constructing the lateral safety potential energy field of the road based on the structured road information includes:

[0009] Based on the structured road information, a road coordinate system is established with the road center as the origin, the road width direction as the x-axis, and the road length direction as the y-axis.

[0010] Based on the road coordinate system, a lateral safety potential energy field for the road is established using trigonometric functions.

[0011] Furthermore, a transverse safety potential energy field is constructed based on the aforementioned trigonometric functions:

[0012]

[0013] Among them, E p L represents the lateral safety potential energy, and x is the relative distance of the vehicle to be controlled in the width direction of the road, used to represent the relative position of the vehicle to be controlled in the road lane; w This indicates the lane width of the lane where the vehicle to be controlled is located.

[0014] Furthermore, determining the relative safe distance between the vehicle to be controlled and the target vehicle ahead based on the vehicle speed information, acceleration information, and relative vehicle speed information includes:

[0015] The safe relative distance between the vehicle to be controlled and the target vehicle ahead is determined using the following formula:

[0016] R0=d0+v v t0+(k1Δv+k2a v )

[0017] Where R0 represents the relative safety distance, d0 represents the basic safety distance value, and v v This represents the speed information of the vehicle to be controlled, t0 represents the headway, Δv represents the relative speed information between the vehicle to be controlled and the target vehicle ahead, and a represents the speed information of the target vehicle. v This represents the acceleration information of the vehicle to be controlled, where k1 represents the gain coefficient of relative vehicle speed and k2 represents the acceleration gain coefficient of the vehicle to be controlled.

[0018] Furthermore, establishing a longitudinal safety potential energy field based on the relative safety distance includes:

[0019] The longitudinal safety potential field is established using the following formula:

[0020]

[0021] E v =1 (y>R0)

[0022] Among them, E v The longitudinal safety potential energy is represented by y, which is the relative distance between the vehicle to be controlled and the target vehicle ahead along the length of the road.

[0023] Furthermore, the vehicle driving decisions of the vehicle to be controlled include: vehicle following mode, cruise control mode, emergency braking and avoidance mode, and lane keeping mode.

[0024] The step of determining the vehicle driving decision based on the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy includes:

[0025] When the longitudinal safety potential energy of the vehicle to be controlled is within the first range and the speed of the vehicle to be controlled is greater than the speed of the target vehicle in front, the vehicle following mode of the vehicle to be controlled is determined.

[0026] When the longitudinal safety potential energy of the vehicle to be controlled is at a first threshold and the speed of the vehicle to be controlled is less than the speed of the target vehicle in front, the cruise control mode of the vehicle to be controlled is determined.

[0027] When the longitudinal safety potential energy of the vehicle to be controlled is within the second range, the emergency braking avoidance mode of the vehicle to be controlled is determined.

[0028] When the lateral safety potential energy of the vehicle to be controlled is within the third range and the longitudinal safety potential energy of the vehicle to be controlled is greater than the second threshold, the lane keeping mode of the vehicle to be controlled is determined.

[0029] Based on the above method embodiments, the present invention provides corresponding apparatus embodiments;

[0030] This invention provides a vehicle-assisted driving decision-making device, comprising: a lateral safety potential energy module, a relative safety distance module, a longitudinal safety potential energy module, and a vehicle driving decision-making module;

[0031] The lateral safety potential energy module is used to acquire structured road information, construct the lateral safety potential energy field of the road based on the structured road information, and acquire the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field.

[0032] The relative safe distance module is used to acquire the vehicle speed information and acceleration information of the vehicle to be controlled, as well as the relative speed information between the vehicle to be controlled and the target vehicle in front, and to determine the relative safe distance between the vehicle to be controlled and the target vehicle in front based on the vehicle speed information, acceleration information and relative speed information.

[0033] The longitudinal safety potential energy module is used to establish a longitudinal safety potential energy field based on the relative safety distance, so as to obtain the longitudinal safety potential energy of the vehicle to be controlled based on the longitudinal safety potential energy field.

[0034] The vehicle driving decision module is used to determine the vehicle driving decision of the vehicle to be controlled based on the relative vehicle speed information, lateral safety potential energy and longitudinal safety potential energy, so as to perform auxiliary control of the vehicle to be controlled based on the vehicle driving decision.

[0035] Based on the above method embodiments, the present invention provides a corresponding terminal device embodiment;

[0036] The present invention provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor executes the computer program to implement the vehicle assisted driving decision method according to any one of the present invention.

[0037] Based on the above method embodiments, the present invention provides a corresponding storage medium embodiment;

[0038] The present invention provides a storage medium comprising a stored computer program, wherein, when the computer program is executed, it controls the device where the storage medium is located to execute the vehicle assisted driving decision-making method according to any one of the present invention.

[0039] The embodiments of the present invention have the following beneficial effects:

[0040] This invention provides a vehicle-assisted driving decision-making method. The method first constructs a lateral safety potential energy field using structured road information to keep the vehicle under control centered in its lane. Then, it determines the relative safety distance using the speed information of the vehicle under control and the target vehicle ahead. This relative safety distance is then used to construct a longitudinal safety potential energy field to maintain the distance between the vehicle under control and the target vehicle ahead. Based on the lateral and longitudinal safety potential energies of the vehicle under control, a driving decision is determined, and the vehicle is then assisted in its control. By implementing this invention, the relative relationship between the vehicle under control and the target vehicle ahead can be determined simply based on the lateral and longitudinal safety potential energies of the vehicle under control. This process does not rely on complex model algorithms or high-performance computing equipment, and can quickly determine the optimal driving decision for the vehicle under control, enabling traffic congestion assistance in urban roads and thus improving vehicle driving safety. Attached Figure Description

[0041] Figure 1 This is a schematic flowchart of a vehicle assisted driving decision-making method according to an embodiment of the present invention;

[0042] Figure 2 This is a schematic diagram of road coordinates for a structured road construction method provided in one embodiment of the present invention;

[0043] Figure 3 This is a schematic diagram of a lateral safety potential energy field for a three-lane road, provided by an embodiment of the present invention.

[0044] Figure 4 This is a schematic diagram of a longitudinal safety potential energy field provided in an embodiment of the present invention.

[0045] Figure 5 The figure shows a schematic diagram of a TJA behavioral decision structure provided in one embodiment of the present invention;

[0046] Figure 6 This is a general schematic diagram of a TJA behavioral decision-making method provided in an embodiment of the present invention;

[0047] Figure 7 This is a schematic diagram of the overall working principle of a TJA system provided in an embodiment of the present invention;

[0048] Figure 8 This is a schematic diagram of a vehicle decision-making process provided in an embodiment of the present invention.

[0049] Figure 9 This is a schematic diagram of the structure of a vehicle-assisted driving decision-making device provided in an embodiment of the present invention. Detailed Implementation

[0050] The technical solutions of this invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0051] like Figure 1 As shown, one embodiment provides a vehicle-assisted driving decision-making method, including:

[0052] Step S101: Obtain structured road information, and construct the lateral safety potential energy field of the road based on the structured road information, so as to obtain the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field.

[0053] Step S102: Obtain the vehicle speed information and acceleration information of the vehicle to be controlled, and obtain the relative vehicle speed information between the vehicle to be controlled and the target vehicle in front, and determine the relative safe distance between the vehicle to be controlled and the target vehicle in front based on the vehicle speed information, acceleration information and relative vehicle speed information.

[0054] Step S103: Based on the relative safety distance, establish a longitudinal safety potential energy field to obtain the longitudinal safety potential energy of the vehicle to be controlled.

[0055] Step S104: Determine the vehicle driving decision of the to-be-controlled vehicle according to the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy, so as to perform auxiliary control on the to-be-controlled vehicle according to the vehicle driving decision.

[0056] For step S101, in a preferred embodiment, obtain structured road information, which includes but is not limited to: the shape, size, signs, lane lines, and road shoulders of the road, etc. According to the structured road information, construct a lateral safety potential energy field for keeping the to-be-controlled vehicle driving in the center of the lane, so as to obtain the lateral safety potential energy of the to-be-controlled vehicle according to the lateral safety potential energy field.

[0057] In a preferred embodiment, according to the structured road information, with the center of the road as the origin, the road width direction as the x-axis, and the road length direction as the y-axis, establish a road coordinate system; based on the road coordinate system, use trigonometric functions to establish a road lateral safety potential energy field.

[0058] Schematically, as Figure 2 and Figure 3 shown, when the to-be-controlled vehicle FV is driving on the middle road, with the road width direction as the x-axis and the road length direction as the y-axis, establish a road coordinate system; with the center line of the lane as the reference, set the lateral safety potential energy of the dividing lines on both sides of the current driving road of the to-be-controlled vehicle to 0, and the virtual safety potential energy of the center line of the lane to 1. Assume that the lateral safety potential energy of the to-be-controlled vehicle in the current lane is Ep, then the value range is 0 < Ep <= 1. Use trigonometric functions to construct a road safety potential energy field to ensure that the lateral safety potential energy of the vehicle when driving in the center of the lane is the largest, and then realize the function of keeping the vehicle in the center of the lane.

[0059] In a preferred embodiment, construct the lateral safety potential energy according to the trigonometric functions:

[0060]

[0061] where, E p represents the lateral safety potential energy, x is the relative distance of the to-be-controlled vehicle in the road width direction, and is used to represent the relative position of the to-be-controlled vehicle in the road lane; L w represents the lane width of the lane where the to-be-controlled vehicle is located.

[0062] For step S102, in a preferred embodiment, obtain the vehicle speed information and acceleration information of the to-be-controlled vehicle, and obtain the relative vehicle speed information between the to-be-controlled vehicle and the vehicle in front. According to this information, determine the relative safety distance between the to-be-controlled vehicle and the vehicle in front.

[0063] Determine the relative safety distance between the to-be-controlled vehicle and the vehicle in front through the following formula:

[0064] R0=d0+v v t0+(k1Δv+k2a v )

[0065] Where R0 represents the relative safety distance, d0 represents the basic safety distance value (which can be taken as 2m for vehicles equipped with the TJA system), and v v This represents the speed information of the vehicle to be controlled, t0 represents the headway, Δv represents the relative speed information between the vehicle to be controlled and the target vehicle ahead, and a represents the speed information of the target vehicle. v This represents the acceleration information of the vehicle to be controlled. k1 represents the gain coefficient of relative vehicle speed, and k2 represents the acceleration gain coefficient of the vehicle to be controlled. k1<0,k2>-1.

[0066] For step S103, as follows Figure 4 As shown, a longitudinal motion safety potential energy field is established based on the relative safety distance. This method analogizes the following behavior of a vehicle to the interaction of molecules constrained by the pipe wall in a one-dimensional pipe, incorporating the relative velocity of the vehicle and the acceleration of the vehicle to be controlled into the model structure to establish a molecular-like interaction vehicle motion safety potential energy field function. Based on this function, the longitudinal safety potential energy of the vehicle to be controlled is calculated. Schematic, as can be seen from intermolecular forces, when the distance between two molecules is greater than r0, they attract each other; when it is less than r0, they repel each other. When r0 is equal to r0, the intermolecular interaction force is 0. When a vehicle follows another vehicle, if the following distance is greater than the safety distance R0, the vehicle to be controlled will accelerate; if the following distance is less than the safety distance R0, the vehicle to be controlled will decelerate. This motion characteristic is very similar to the intermolecular forces.

[0067] The longitudinal safety potential field is established using the following formula:

[0068]

[0069] E v =1 (y>R0)

[0070] Among them, E v The longitudinal safety potential energy is represented by y, which is the relative distance between the vehicle to be controlled and the target vehicle ahead along the length of the road.

[0071] In step S104, based on the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy, a vehicle driving decision is determined for the vehicle to be controlled. This decision reflects how the vehicle should adjust its speed, direction, etc., to avoid or reduce the risk of collision. Based on the determined vehicle driving decision, assisted control is applied to the vehicle to be controlled.

[0072] In a preferred embodiment, the vehicle driving decisions of the vehicle to be controlled include: vehicle following mode, cruise control mode, emergency braking and avoidance mode, and lane keeping mode.

[0073] The step of determining the vehicle driving decision based on the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy includes:

[0074] When the longitudinal safety potential energy of the vehicle to be controlled is within the first range and the speed of the vehicle to be controlled is greater than the speed of the target vehicle in front, the vehicle following mode of the vehicle to be controlled is determined.

[0075] When the longitudinal safety potential energy of the vehicle to be controlled is at a first threshold and the speed of the vehicle to be controlled is less than the speed of the target vehicle in front, the cruise control mode of the vehicle to be controlled is determined.

[0076] When the longitudinal safety potential energy of the vehicle to be controlled is within the second range, the emergency braking avoidance mode of the vehicle to be controlled is determined.

[0077] When the lateral safety potential energy of the vehicle to be controlled is within the third range and the longitudinal safety potential energy of the vehicle to be controlled is greater than the second threshold, the lane keeping mode of the vehicle to be controlled is determined.

[0078] The first interval includes, but is not limited to, [0.5, 1], the second interval includes, but is not limited to, [0, 0.5], and the third interval includes, but is not limited to, [0.8, 1]; the first threshold includes, but is not limited to, 1, and the second threshold includes, but is not limited to, 0.

[0079] In an illustrative, alternative embodiment, as shown in Table 1,

[0080]

[0081] Emergency braking avoidance mode: When vehicles from the left or right lanes suddenly cut in or other road users suddenly appear, and the longitudinal safety potential energy field E of the vehicle to be controlled... v If the value is less than 0.5, the vehicle to be controlled should apply emergency braking to avoid collision or scraping.

[0082] Cruise Control Mode: When there is no target vehicle in the lane to be controlled, the target vehicle leaves the lane to be controlled, the target vehicle's speed is higher than the set cruise speed, and the actual distance between the two vehicles is greater than the expected safe distance (i.e., E...). v =1), the vehicle to be controlled will perform cruise control at the set speed.

[0083] Lane Keeping Mode: When the lane lines on both sides of the vehicle to be controlled are clear and the driver takes his / her hands off the steering wheel for no more than five seconds, the vehicle to be controlled will use sensors to identify the lane lines and keep driving in the center of the lane.

[0084] Lane keeping mode, vehicle following mode, cruise control mode, and emergency braking avoidance mode can coexist; that is, while lane keeping mode is active, the other three modes can operate simultaneously. (Note: All modes are based on a lateral safety potential energy of 0.8.) <E p (<=1)

[0085] The final decision-making behavior pattern is sent to the intelligent driving assistance system domain controller. After receiving the behavior pattern information, the intelligent driving domain controller performs calculations and sends the calculated instructions to the lower-level controllers. The lower-level controllers then execute the corresponding actions in the control actuators.

[0086] In an optional embodiment, the vehicle to be controlled in this invention implements decision-making based on a Traffic Jam Assist (TJA) system. This requires first acquiring information about the current road environment, the state of traffic participants, and the vehicle's own motion state through sensors. Based on this information, the decision structure of the TJA is determined, and the behavior is decomposed. Sensors include, but are not limited to, lidar, millimeter-wave radar, cameras, and inertial sensors. A schematic diagram of the TJA behavior decision structure is shown below. Figure 5 As shown;

[0087] Currently, the mainstream technical solution for vehicles equipped with TJA (Adaptive Cruise Control) on the market mainly adopts a combination of adaptive cruise control (ACC) and lane keeping assist (LKA) technologies. In congested urban traffic conditions, when the vehicle speed is below 60km / h, this system can assist the driver in performing slight steering, braking, acceleration, and following / stopping maneuvers. According to its technical composition, its behavior can be broken down into four modes: following other vehicles, single-vehicle cruise control, braking and avoidance, and lane keeping.

[0088] (a) Vehicle following behavior: When there is a target vehicle traveling ahead in the same lane, the vehicle to be controlled follows the target vehicle according to the set time interval and speed, and can follow the target vehicle to start and stop.

[0089] (b) Single-vehicle cruise control behavior: When there is no target vehicle traveling in front in the same lane, the target vehicle changes out of the same lane, or the target vehicle's speed is higher than the set cruise speed, the vehicle to be controlled will perform single-vehicle cruise control at the set speed.

[0090] (c) Emergency braking and avoidance behavior: When a vehicle in the left or right lane suddenly cuts in or other road users unexpectedly appear, the vehicle in control shall apply emergency braking to avoid collision and scrape.

[0091] (d) Lane keeping behavior: When the lane lines on both sides of the same lane are clear and the driver takes off the steering wheel for no more than five seconds, the vehicle to be controlled will identify the lane lines through the sensors and keep driving in the center of the lane.

[0092] In an optional embodiment, such as Figure 6 As shown in the diagram, the TJA decision-making method includes the determination of the Traffic Congestion Assist System (TJA) decision structure, behavior decomposition, construction of safety potential energy, and behavioral decision basis. The determination of the behavior decision structure includes the acquisition of information by sensors, obtaining prior driving knowledge based on traffic rules and driving experience, and making behavioral logic judgments based on real-time traffic conditions to finally obtain the optimal driving behavior output.

[0093] like Figure 7 As shown, the vehicle under control acquires road information, its own motion status information, and traffic participant information based on its onboard sensors such as cameras, lidar, and millimeter-wave radar. The traffic assistance system domain controller transmits the obtained information to the safety potential energy field to obtain real-time safety potential energy field values ​​in the horizontal and vertical directions. Combined with the target vehicle's speed, relative distance, and the motion status of the vehicle under control, it determines the driving behavior that the vehicle under control needs to perform in the current traffic situation. The driver assistance domain controller then sends the behavior decision instructions to the lower-level controllers to instruct the actuators to execute the corresponding actions.

[0094] like Figure 8 As shown, the lateral position of the vehicle to be controlled, the speed of the target vehicle, the speed of the vehicle to be controlled, and the relative distance are obtained through the sensors of the vehicle to be controlled. Based on the decision criteria, the behavior that the vehicle to be controlled needs to perform in the current road traffic environment is determined.

[0095] Based on the above method embodiments, the present invention provides corresponding apparatus embodiments.

[0096] like Figure 9 As shown, an embodiment of the present invention provides a vehicle assisted driving decision-making device, including: a lateral safety potential energy module, a relative safety distance module, a longitudinal safety potential energy module, and a vehicle driving decision-making module;

[0097] The lateral safety potential energy module is used to acquire structured road information, construct the lateral safety potential energy field of the road based on the structured road information, and acquire the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field.

[0098] The relative safe distance module is used to acquire the vehicle speed information and acceleration information of the vehicle to be controlled, as well as the relative speed information between the vehicle to be controlled and the target vehicle in front, and to determine the relative safe distance between the vehicle to be controlled and the target vehicle in front based on the vehicle speed information, acceleration information and relative speed information.

[0099] The longitudinal safety potential energy module is used to establish a longitudinal safety potential energy field based on the relative safety distance, so as to obtain the longitudinal safety potential energy of the vehicle to be controlled based on the longitudinal safety potential energy field.

[0100] The vehicle driving decision module is used to determine the vehicle driving decision of the vehicle to be controlled based on the relative vehicle speed information, lateral safety potential energy and longitudinal safety potential energy, so as to perform auxiliary control of the vehicle to be controlled based on the vehicle driving decision.

[0101] It should be noted that the device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, in the accompanying drawings of the device embodiments provided by this invention, the connection relationships between modules indicate that they have communication connections, which can be specifically implemented as one or more communication buses or signal lines. Those skilled in the art can understand and implement this without any creative effort.

[0102] Those skilled in the art will clearly understand that, for convenience and simplicity, the specific working process of the device described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0103] Based on the above method embodiments, the present invention provides corresponding terminal device embodiments.

[0104] Another embodiment of the present invention provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor; when the processor executes the computer program, it implements the vehicle assisted driving decision method of any embodiment of the present invention.

[0105] For example, in this embodiment, the computer program can be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the computer program in the terminal device.

[0106] The terminal device may be a desktop computer, laptop, handheld computer, or cloud server, etc. The terminal device may include, but is not limited to, a processor and memory.

[0107] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the terminal device, connecting various parts of the terminal device via various interfaces and lines.

[0108] The memory can be used to store the computer programs and / or modules. The processor implements various functions of the terminal device by running or executing the computer programs and / or modules stored in the memory and by calling data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system, at least one application program required for a function, etc. In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, RAM, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0109] Based on the above method embodiments, the present invention provides corresponding storage medium embodiments.

[0110] Another embodiment of the present invention provides a storage medium including a stored computer program, wherein, when the computer program is executed, it controls a terminal device where the storage medium is located to execute the vehicle assisted driving decision-making method of any embodiment of the present invention.

[0111] In this embodiment, the storage medium is a computer-readable storage medium, and the computer program includes computer program code, which may be in the form of source code, object code, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0112] By implementing the above embodiments of the present invention, the relative relationship between the vehicle to be controlled and the target vehicle ahead can be determined simply by considering the lateral and longitudinal safety potential energy of the vehicle to be controlled. The process does not rely on complex model algorithms and high-performance computing equipment, and the optimal vehicle driving decision for the vehicle to be controlled can be determined quickly.

[0113] The above description represents the preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications are also considered to be protected by the present invention.

Claims

1. A method for assisting a driving decision of a vehicle, characterized in that, include: Obtain structured road information, construct a lateral safety potential energy field of the road based on the structured road information, and obtain the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field. The vehicle speed and acceleration information of the vehicle to be controlled are obtained, as well as the relative speed information between the vehicle to be controlled and the target vehicle ahead, and the relative safe distance between the vehicle to be controlled and the target vehicle ahead is determined based on the vehicle speed information, acceleration information and relative speed information. Based on the relative safety distance, a longitudinal safety potential energy field is established, and the longitudinal safety potential energy of the vehicle to be controlled is obtained based on the longitudinal safety potential energy field. Based on the relative vehicle speed information, lateral safety potential energy and longitudinal safety potential energy, the vehicle driving decision of the vehicle to be controlled is determined, so as to perform auxiliary control of the vehicle to be controlled according to the vehicle driving decision. The step of constructing the lateral safety potential field of the road based on the structured road information includes: Based on the structured road information, a road coordinate system is established with the road center as the origin, the road width direction as the x-axis, and the road length direction as the y-axis. Based on the road coordinate system, a lateral safety potential energy field for the road is established using trigonometric functions. Construct the lateral safety potential based on the aforementioned trigonometric functions: wherein, represents a lateral safety potential, is a relative distance of the vehicle to be controlled in a width direction of the road, for indicating a relative position of the vehicle to be controlled in a lane of the road; represents a lane width of the lane where the vehicle to be controlled is located; Determining the relative safe distance between the vehicle to be controlled and the target vehicle ahead based on the vehicle speed information, acceleration information, and relative vehicle speed information includes: The safe relative distance between the vehicle to be controlled and the target vehicle ahead is determined using the following formula: wherein, denotes a relative safety distance, denotes a basic safety distance value, denotes vehicle speed information of the vehicle to be controlled, denotes a headway, denotes relative vehicle speed information of the vehicle to be controlled and a preceding target vehicle, denotes acceleration information of the vehicle to be controlled, denotes a gain coefficient of the relative vehicle speed, denotes a gain coefficient of the acceleration of the vehicle to be controlled.

2. The method of claim 1, wherein, The step of establishing a longitudinal safety potential field based on the relative safety distance includes: The longitudinal safety potential field is established using the following formula: ( ) ( ) wherein, represents a longitudinal safety potential, is the relative distance between the vehicle to be controlled and the front target vehicle in the length direction of the road.

3. The vehicle assisted driving decision method of claim 2, wherein, The vehicle driving decisions for the vehicle to be controlled include: vehicle following mode, cruise control mode, emergency braking and avoidance mode, and lane keeping mode. The step of determining the vehicle driving decision based on the relative vehicle speed information, lateral safety potential energy, and longitudinal safety potential energy includes: When the longitudinal safety potential energy of the vehicle to be controlled is within the first range and the speed of the vehicle to be controlled is greater than the speed of the target vehicle in front, the vehicle following mode of the vehicle to be controlled is determined. When the longitudinal safety potential energy of the vehicle to be controlled is at a first threshold and the speed of the vehicle to be controlled is less than the speed of the target vehicle in front, the cruise control mode of the vehicle to be controlled is determined. When the longitudinal safety potential energy of the vehicle to be controlled is within the second range, the emergency braking avoidance mode of the vehicle to be controlled is determined. When the lateral safety potential energy of the vehicle to be controlled is within the third range and the longitudinal safety potential energy of the vehicle to be controlled is greater than the second threshold, the lane keeping mode of the vehicle to be controlled is determined.

4. A vehicle-assisted driving decision-making device, characterized in that, include: Lateral safety potential energy module, relative safety distance module, longitudinal safety potential energy module, and vehicle driving decision module; The lateral safety potential energy module is used to acquire structured road information, construct the lateral safety potential energy field of the road based on the structured road information, and acquire the lateral safety potential energy of the vehicle to be controlled based on the lateral safety potential energy field. The step of constructing the lateral safety potential energy field of the road based on the structured road information includes: establishing a road coordinate system with the road center as the origin, the road width direction as the x-axis, and the road length direction as the y-axis based on the structured road information; establishing the lateral safety potential energy field of the road using trigonometric functions based on the road coordinate system; and constructing the lateral safety potential energy field based on the trigonometric functions. ;in, Represents lateral safety potential energy. The relative distance between the vehicles to be controlled and the road in the width direction is used to represent the relative position of the vehicles to be controlled in the road lanes. This indicates the lane width of the lane where the vehicle to be controlled is located; The relative safety distance module is used to acquire the vehicle speed and acceleration information of the vehicle to be controlled, and to acquire the relative speed information between the vehicle to be controlled and the target vehicle ahead, and to determine the relative safety distance between the vehicle to be controlled and the target vehicle ahead based on the vehicle speed information, acceleration information, and relative speed information; the determination of the relative safety distance between the vehicle to be controlled and the target vehicle ahead based on the vehicle speed information, acceleration information, and relative speed information includes: determining the relative safety distance between the vehicle to be controlled and the target vehicle ahead using the following formula: ;in, Indicates a relative safe distance. Indicates the basic safety distance value. This indicates the speed information of the vehicle to be controlled. Indicates the time distance between the front and rear of the vehicle. This indicates the relative speed information between the vehicle to be controlled and the target vehicle ahead. This indicates the acceleration information of the vehicle to be controlled. The gain coefficient represents the relative vehicle speed. This represents the acceleration gain coefficient of the vehicle to be controlled; The longitudinal safety potential energy module is used to establish a longitudinal safety potential energy field based on the relative safety distance, so as to obtain the longitudinal safety potential energy of the vehicle to be controlled based on the longitudinal safety potential energy field. The vehicle driving decision module is used to determine the vehicle driving decision of the vehicle to be controlled based on the relative vehicle speed information, lateral safety potential energy and longitudinal safety potential energy, so as to perform auxiliary control of the vehicle to be controlled based on the vehicle driving decision.

5. A terminal device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor, when executing the computer program, implements the vehicle-assisted driving decision-making method as described in any one of claims 1 to 3.

6. A storage medium, characterized in that, The storage medium includes a stored computer program, wherein, when the computer program is executed, it controls the terminal device where the storage medium is located to execute the vehicle assisted driving decision-making method as described in any one of claims 1 to 3.

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