Automobile safety control method, system and medium based on different lane-changing styles

Abstract

The present invention discloses a method, system and medium for automobile safety control based on different lane-changing styles, wherein the method comprises obtaining and determining a lane-changing style model of the vehicle based on the lane-changing style of the vehicle and a longitudinal safety distance model; the lane-changing style model of the vehicle is at least used to monitor the safety distance during the lane-changing process; obtaining and evaluating the safety range under the current lane-changing style of the vehicle based on a responsibility-sensitive safety model; during the lane-changing process, calculating the ratio coefficient between the lane-changing style model of the vehicle and the responsibility-sensitive safety model; and controlling the vehicle based on the ratio coefficient to avoid lane-changing risks. The present invention can improve the accuracy of obtaining the safety degree under different lane-changing styles, thereby improving the consistency of the safety performance of the lane-changing assist function under different lane-changing styles in the autonomous driving system and the user's trust in the autonomous driving system.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to an automobile safety control method, system and medium based on different lane changing styles. Background Art

[0002] Autonomous driving vehicles in existing technologies are generally equipped with basic lane change assistance functions, and also provide a human-computer interaction interface for drivers to adjust different lane change styles as needed during driving, such as common lane change styles such as comfort style, standard style and aggressive style.

[0003] In terms of the user experience of lane changing styles configured with the vehicle's lane change assist function, the user's safe driving experience varies greatly under different lane changing styles, especially when the system is unable to avoid or remind the user of dangerous situations in time under the aggressive lane changing style; or when under the comfortable style, it avoids or reminds the user of dangerous situations too early, resulting in lane change interruption and reduced lane changing experience.

[0004] Therefore, the current general longitudinal safety distance model of the automatic driving lane change assistance function only performs lane changing actions and corresponding lane changing style planning based on the safety distance between the front and rear vehicles in the self-lane and the target lane. It cannot dynamically and accurately obtain the safety level under different lane changing styles, cannot guarantee the user's safe driving experience under different lane changing styles, and cannot guarantee the consistency of safety strategies under different lane changing styles and scenarios. Summary of the invention

[0005] In view of the above technical problems, the present invention provides a method, system and medium for automobile safety control based on different lane changing styles, which at least solves one of the problems described in the above background technology.

[0006] A first aspect of the present invention provides a vehicle safety control method based on different lane changing styles, comprising:

[0007] Acquire and determine a lane-changing style model of the vehicle based on the lane-changing style of the vehicle and the longitudinal safety distance model; the lane-changing style model of the vehicle is at least used to monitor the safety distance during the lane-changing process;

[0008] Obtain and evaluate the safety range of the current lane-changing style of the vehicle based on the responsibility-sensitive safety model;

[0009] During the lane changing process, calculating a ratio coefficient between the lane changing style model of the ego vehicle and the responsibility sensitive safety model;

[0010] The vehicle is controlled based on the ratio coefficient to avoid the lane change risk.

[0011] As an optional implementation manner, obtaining and evaluating the safety range of the current lane changing style of the vehicle based on the responsibility-sensitive safety model includes:

[0012] Get and based on the maximum braking deceleration of the front vehicle within the preset response time ρ a max,brake , within the preset response time ρ, the following vehicle a max,accel After accelerating a min,brake The distance you need to brake until you stop without colliding with the vehicle in front, and the longitudinal speed of the vehicle behind at the same time v r and the longitudinal speed of the vehicle ahead v f , generate a responsibility-sensitive safety model ;

[0013] The responsibility-sensitive safety model is used as the safety distance baseline during the lane changing process, and the safety range under the current lane changing style of the ego vehicle is evaluated by the safety distance baseline.

[0014] As an optional implementation manner, the acquiring and determining the lane changing style model of the vehicle based on the lane changing style of the vehicle and the longitudinal safety distance model includes:

[0015] Acquire and determine the lane-changing style of the vehicle based on the vehicle adjustment parameters, wherein the vehicle adjustment parameters at least include the lane-changing acceleration and deceleration, the vehicle body yaw angular velocity, and the path planning distance of the vehicle;

[0016] A lane changing style model of the ego vehicle is determined based on the lane changing style of the ego vehicle and the longitudinal safety distance model.

[0017] As an optional implementation, the longitudinal safety distance model is obtained by:

[0018] Get and based on the target vehicle speed v obj , vehicle speed v ego , the deceleration value of the following vehicle a , the reaction time of the rear vehicle when the front vehicle brakes t , the basic safe distance between the front and rear vehicles s Safety distance factor between front and rear vehicles coef The longitudinal safety distance model is generated as ( v obj - v ego ) 2 / 2× a +( v obj - v ego )× t + max ( s , coef ×v ego ).

[0019] As an optional implementation, when the ego vehicle is the rear vehicle, the target vehicle is the front vehicle and the target vehicle has a slower speed than the ego vehicle, the longitudinal safety distance model is ( v obj - v ego ) 2 / 2×a+( v obj - v ego )× t + max ( s , coef × v ego );

[0020] When the ego vehicle is the rear vehicle, the target vehicle is the front vehicle, and the target vehicle speed is faster than the ego vehicle speed, the longitudinal safety distance model is: max ( s , coef × v ego );

[0021] When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle and the target vehicle speed is faster than the ego vehicle speed, the longitudinal safety distance model is ( v obj - v ego ) 2 / 2×a+( v obj - v ego )× t + max ( s , coef × v ego );

[0022] When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle and the target vehicle speed is slower than the ego vehicle speed, the longitudinal safety distance model is: max ( s , coef × v ego ).

[0023] As an optional implementation manner, the lane changing style of the vehicle includes at least a first lane changing style, a second lane changing style and a third lane changing style;

[0024] Different lane changing styles of the vehicle correspond to different ratio coefficients, wherein the first lane changing style corresponds to a first ratio coefficient, the second lane changing style corresponds to a second ratio coefficient, and the third lane changing style corresponds to a third ratio coefficient.

[0025] As an optional implementation manner, during the lane changing process, calculating the ratio coefficient between the lane changing style model of the vehicle and the responsibility-sensitive safety model includes:

[0026] If the ratio coefficient is less than the first ratio coefficient, it is determined that the vehicle is in a high-risk state;

[0027] If the ratio coefficient is greater than the first ratio coefficient and less than the third ratio coefficient, it is determined that the vehicle is in a medium risk state;

[0028] If the ratio coefficient is greater than the third ratio coefficient, it is determined that the vehicle is in a low risk state.

[0029] A second aspect of the present invention provides a vehicle safety control system based on different lane changing styles, comprising:

[0030] A model acquisition unit, at least used to acquire and determine a lane-changing style model of the vehicle based on the lane-changing style of the vehicle and the longitudinal safety distance model; the lane-changing style model of the vehicle is at least used to monitor the safety distance during the lane-changing process;

[0031] A model evaluation unit, at least used to obtain and evaluate the safety range of the current lane changing style of the ego-vehicle based on the responsibility-sensitive safety model;

[0032] a ratio calculation unit, at least used to calculate a ratio coefficient between the lane-changing style model of the ego vehicle and the responsibility-sensitive safety model during a lane-changing process;

[0033] The vehicle control unit is at least used to control the vehicle based on the ratio coefficient to avoid lane change risk.

[0034] A third aspect of the present invention provides a vehicle lane change assistance system, which can execute the vehicle safety control method based on different lane change styles as described in the first aspect of the present invention.

[0035] A fourth aspect of the present invention provides an electronic device, comprising:

[0036] At least one processor; and at least one memory in communication with the processor, wherein: the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the vehicle safety control method based on different lane changing styles as described in the first aspect of the present invention.

[0037] A fifth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a computer, the vehicle safety control method based on different lane changing styles as described in the first aspect of the present invention is executed.

[0038] The present invention selects the time to enter the lane change through the longitudinal safety distance model, obtains the lane change style model and corresponding model curve of the vehicle under different lane change styles through different lane change styles, monitors the safety distance of the lane change process based on the responsibility-sensitive safety model, takes the responsibility-sensitive safety model curve as the lane change safety distance baseline, and finally obtains the ratio coefficient of the lane change style model of the vehicle under different lane change styles and the responsibility-sensitive safety model curve. Based on this, the present invention greatly improves the accuracy of obtaining the safety degree under different lane change styles, thereby improving the consistency of the safety performance of the lane change assist function in the automatic driving system under different lane change styles and the user's trust in the automatic driving system, ensuring the consistency of safety strategies under different lane change styles and scenarios, which is conducive to enhancing the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 The figure is a flow chart of a method for controlling automobile safety based on different lane changing styles in an embodiment of the present invention.

[0040] Figure 2 Schematic diagram of different longitudinal lane changing scenarios in an embodiment of the present invention.

[0041] Figure 3 4 is a diagram showing the ratio coefficient in a lane changing scenario according to an embodiment of the present invention.

[0042] Figure 4 The block diagram of a vehicle safety control system based on different lane changing styles in an embodiment of the present invention.

[0043] Figure 5 FIG. 1 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0045] It should be understood that the terms "first", "second", and "third" etc. in the claims, specifications, and drawings of the present disclosure are used to distinguish different objects rather than to describe a specific order. The terms "include" and "comprise" used in the specification and claims of the present disclosure indicate the presence of the described features, wholes, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components, and / or their collections. It should also be understood that the terms used in this disclosure specification are only for the purpose of describing specific embodiments and are not intended to limit the present disclosure.

[0046] Responsibility Sensitive Safety (RSS) is a strict mathematical model for the safety control of autonomous vehicles. The model transforms human ideas and concepts about safe driving into mathematical formulas and calculation methods. These rules can be checked in the decision-making module of autonomous driving to achieve the same safe driving effect as humans. At the same time, RSS also provides a benchmark for measuring safe driving capabilities. The RSS model can be used to measure the safe autonomous driving capabilities of autonomous vehicles. However, the RSS model parameters are fixed, and the model processing results are relatively conservative, which cannot meet the requirements of safe and efficient lane changes in different road scenarios.

[0047] like Figure 1 and Figure 2 As shown, the first aspect of the present invention provides a vehicle safety control method based on different lane changing styles, comprising the following steps:

[0048] Step 100: Obtain and determine a lane-changing style model of the vehicle based on the lane-changing style of the vehicle and the longitudinal safety distance model; the lane-changing style model of the vehicle is at least used to monitor the safety distance during the lane-changing process.

[0049] Among them, a longitudinal safety distance model can be established based on the state of the own vehicle and the state of the target vehicle, the lane changing style of the own vehicle can be determined based on the adjustment parameters of the own vehicle, and the lane changing style model of the own vehicle can be determined based on the acquired longitudinal safety distance model and the acquired lane changing style of the own vehicle.

[0050] Specifically, in the design process of the longitudinal safety distance model, the actual situation is taken into consideration. The ego vehicle and the target vehicle have a certain relative relationship. The ego vehicle and the target vehicle do not occur at the same time. v ego , the deceleration value when the vehicle is the rear vehicle a 1. The reaction time of the vehicle when the leading vehicle brakes when the vehicle is the rear vehicle t 1 etc.; the target vehicle status may include the target vehicle speedv obj , the deceleration value when the target vehicle is the following vehicle a 2. The reaction time of the target vehicle when the leading vehicle brakes when the target vehicle is the following vehicle t 2nd etc.

[0051] In addition, the status of the ego vehicle and the target vehicle also include corresponding posture information, and the status of the ego vehicle can also be used to determine the ego vehicle adjustment parameters, such as the lane change acceleration and deceleration of the ego vehicle, the body yaw angular velocity and the path planning distance, etc., and based on the ego vehicle adjustment parameters, the lane changing style of the ego vehicle can be obtained accordingly.

[0052] Specifically, the basic safe distance between the front and rear vehicles s The safety distance factor between the front and rear vehicles can be coef , coef It can be obtained through actual vehicle testing.

[0053] In some embodiments, step S100 includes: based at least on the target vehicle speed v obj , vehicle speed v ego , the deceleration value of the following vehicle a , the reaction time of the rear vehicle when the front vehicle brakes t , the basic safe distance between the front and rear vehicles s Safety distance factor between front and rear vehicles coef The longitudinal safety distance model is generated as ( v obj - v ego ) 2 / 2× a +( v obj - v ego )× t + max ( s , coef × v ego ).

[0054] Specifically, Figure 2 As shown in FIG. 1 , since the situations where the ego vehicle is the rear vehicle and the target vehicle is the rear vehicle do not occur at the same time, and according to the state of the ego vehicle and the state of the target vehicle, the conventional longitudinal lane change conditions can be divided into the following four conditions: Figure 2 The target front vehicle indicates that the target vehicle is the front vehicle, and the target rear vehicle indicates that the target vehicle is the rear vehicle.

[0055] Condition 1: When the ego vehicle is the rear vehicle, the target vehicle is the front vehicle and the target vehicle is slower than the ego vehicle, the longitudinal safety distance model is ( vobj - v ego ) 2 / 2×a+( v obj - v ego )× t + max ( s , coef × v ego ), if it is greater than this longitudinal safety distance model, it means that the lane changing condition is met and the lane changing can be completed. dv = v obj - v ego .

[0056] Condition 2: When the ego vehicle is the rear vehicle, the target vehicle is the front vehicle, and the target vehicle is faster than the ego vehicle, the longitudinal safety distance model is max ( s , coef × v ego ), if it is greater than this longitudinal safety distance model, it means that the lane changing conditions are met and the lane changing can be completed.

[0057] Condition 3: When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle and the target vehicle is faster than the ego vehicle, the longitudinal safety distance model is ( v obj - v ego ) 2 / 2×a+( v obj - v ego )× t + max ( s , coef × v ego ), if it is greater than this longitudinal safety distance model, it means that the lane changing conditions are met and the lane changing can be completed.

[0058] Condition 4: When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle, and the target vehicle is slower than the ego vehicle, the longitudinal safety distance model is max ( s , coef × v ego ), if it is greater than this longitudinal safety distance model, it means that the lane changing conditions are met and the lane changing can be completed.

[0059] Further, in step S100, the acquiring and determining the lane changing style model of the vehicle based on the lane changing style of the vehicle and the longitudinal safety distance model includes:

[0060] Acquire and determine the lane changing style of the own vehicle based on the own vehicle adjustment parameters, wherein the own vehicle adjustment parameters at least include the lane changing acceleration and deceleration of the own vehicle, the vehicle body yaw angular velocity and the path planning distance; wherein the lane changing style of the own vehicle at least includes a first lane changing style, a second lane changing style and a third lane changing style;

[0061] Determining a lane changing style model of the vehicle based on the lane changing style of the vehicle and the longitudinal safety distance model;

[0062] Specifically, through the lane change acceleration and deceleration, the vehicle body yaw rate and the path planning distance and other self-vehicle adjustment parameters, the first lane change style such as the aggressive lane change style, the second lane change style such as the standard lane change style, and the third lane change style such as the comfortable lane change style can be distinguished. It should be noted that the number and types of lane change styles proposed in the present invention are only examples, and the lane change style can be judged by using the self-vehicle adjustment parameters in the prior art.

[0063] Step 200: Obtain and evaluate the safety range of the ego vehicle under the current lane-changing style of the ego vehicle based on the responsibility-sensitive safety model, and during the lane-changing process, calculate the ratio coefficient between the lane-changing style model of the ego vehicle and the responsibility-sensitive safety model.

[0064] The goal of the responsibility-sensitive safety model is that self-driving cars can only be passively involved in traffic accidents, but not actively cause them. Based on the responsibility-sensitive safety model, the safe distance between the rear vehicle and the front vehicle can be calculated in real time as a standard for whether the lane change is safe, avoiding emergencies such as non-comfortable deceleration of the rear vehicle caused by the lane change. Therefore, in this step, the responsibility-sensitive safety model can be used as a safety baseline for measuring different lane-changing styles in the present invention.

[0065] Specifically, Figure 3 As shown, the maximum braking deceleration value of the front vehicle within the preset response time ρ is obtained and based on a max,brake , within the preset response time ρ, the following vehicle a max,accel After accelerating a min,brake The distance you need to brake until you stop without colliding with the vehicle in front, and the longitudinal speed of the vehicle behind at the same time v r and the longitudinal speed of the vehicle ahead v f , generating the responsibility-sensitive security model , using the responsibility-sensitive safety model as the safety distance baseline during lane change (see Figure 3The red dotted line above is used to evaluate the safety range of the current lane changing style of the vehicle.

[0066] For example, suppose two vehicles are traveling in the same direction, and the longitudinal safety distance between the front vehicle and the rear vehicle is a max,brake The response time is ρ. If the following vehicle a max,accel After accelerating a min,break The distance to brake until the vehicle comes to a complete stop without colliding with the vehicle in front; where [x]+=max{x,0}; v r , v f are the longitudinal speeds of the rear and front vehicles at the same time. The front and rear vehicles are determined based on the relative positions of the ego vehicle and the target vehicle. For example, when the ego vehicle is in front and the target vehicle is behind, the ego vehicle is the front vehicle; when the ego vehicle is behind and the target vehicle is in front, the target vehicle is the front vehicle.

[0067] Specifically, in step S200, during the lane changing process, calculating the ratio coefficient between the lane changing style model of the vehicle and the responsibility sensitive safety model includes:

[0068] The responsibility-sensitive safety model is used as a lane-changing safety distance baseline, and a ratio value between the current lane-changing style model baseline of the ego vehicle and the lane-changing safety distance baseline is obtained, where the ratio value is a ratio coefficient in the lane-changing of the ego vehicle.

[0069] Specifically, Figure 3 As shown, different lane changing styles of the vehicle correspond to different ratio coefficients. Taking the target vehicle as the front vehicle as an example, the first lane changing style - aggressive lane changing style corresponds to the first ratio coefficient, i.e., ratio ①; the second lane changing style - standard lane changing style corresponds to the second ratio coefficient, i.e., ratio ②; the third lane changing style - comfortable lane changing style corresponds to the third ratio coefficient, i.e., ratio ③.

[0070] Exemplarily, during the lane change process, calculating the ratio coefficient between the longitudinal safety distance model and the responsibility-sensitive safety model includes:

[0071] If the ratio coefficient is less than the first ratio coefficient, it is determined that the vehicle is in a high-risk state;

[0072] If the ratio coefficient is greater than the first ratio coefficient and less than the third ratio coefficient, it is determined that the vehicle is in a medium risk state;

[0073] If the ratio coefficient is greater than the third ratio coefficient, it is determined that the vehicle is in a low risk state.

[0074] For example, when the lane change assist function of the ego vehicle starts, the timing of entering the lane change is selected through the longitudinal safety distance model. Through different lane changing styles, the lane changing style model of the ego vehicle under different lane changing styles and the corresponding model curve are obtained. The safety range of the lane changing process is monitored based on the responsibility-sensitive safety model, and the responsibility-sensitive safety model curve is used as the lane changing safety distance baseline. Finally, the ratio coefficient of the lane changing style model of the ego vehicle under different lane changing styles and the responsibility-sensitive safety model curve is obtained.

[0075] It should be noted that the risk status level type, level number and level name, as well as the level type, level number and level name of the ratio coefficient set in the present invention can be adjusted and designed according to actual conditions, and the design here is still within the scope of protection of the present invention.

[0076] Step 300: Control the vehicle based on the ratio coefficient to avoid lane change risk.

[0077] Specifically, if it is determined that the vehicle is in a high-risk state, the method of avoiding the lane changing risk includes at least one or more of increasing the sensitivity of the brake pedal, seat belt warning, steering wheel vibration, rapid alarm sound reminder and / or human-computer interaction interface graphic reminder.

[0078] Specifically, the ratio coefficient is monitored in real time according to the lane changing style of the user or the lane changing style automatically triggered by the vehicle.

[0079] It should be noted that the ratio coefficient to be protected by the present invention and the control process of the automobile safety control method can be real-time. The present invention provides a safety consistency design process for different lane changing styles based on a responsibility-sensitive safety model, which can solve the problem of unstable safety strategies under different lane changing styles.

[0080] For example, based on the above-mentioned current lane change risk level such as low, medium and high risk, corresponding safety risk avoidance measures are adjusted in real time and graded, such as increasing the sensitivity of the brake pedal and increasing the urgency of human-computer interaction safety risk reminders, such as high, medium and low alarm sounds or HMI interface target vehicle danger level color marking, thereby achieving the safety foundation of lane change assistance and improving the consistency of users' experience of the safety measures of the lane change assistance function under different lane change styles.

[0081] The present invention greatly improves the accuracy of obtaining the safety degree under different lane changing styles by monitoring the ratio coefficient between the lane changing style model of the vehicle and the RSS model, thereby improving the consistency of safety performance of the lane changing assistance function under different lane changing styles in the automatic driving system and the user's trust in the automatic driving system. It can solve the problem of inconsistent safety and difficulty in evaluating different lane changing styles caused by sudden acceleration or deceleration or other abnormal conditions of the front or rear vehicle in the target lane in the existing lane changing assistance strategy, and has high application value.

[0082] like Figure 4 As shown, the second aspect of the present invention provides a vehicle safety control system based on different lane changing styles, comprising:

[0083] A model acquisition unit 41 is at least used to acquire and determine a lane-changing style model of the vehicle based on the lane-changing style of the vehicle and the longitudinal safety distance model; the lane-changing style model of the vehicle is at least used to monitor the safety distance during the lane-changing process;

[0084] A model evaluation unit 42, at least for obtaining and evaluating a safety range under a current lane changing style of the vehicle based on a responsibility-sensitive safety model;

[0085] a ratio calculation unit 43, at least used to calculate a ratio coefficient between the lane changing style model of the ego vehicle and the responsibility sensitive safety model during the lane changing process;

[0086] The vehicle control unit 44 is at least configured to control the vehicle based on the ratio coefficient to avoid lane-changing risks.

[0087] A third aspect of the present invention provides a lane change assist system, which can execute the method described in any one of the above embodiments.

[0088] Based on the traditional lane changing assistance function, the present invention generates a variety of different lane changing styles by adjusting parameters of the own vehicle, introduces the RSS model as a safety assessment baseline or defense line, continuously monitors the ratio coefficient between the corresponding lane changing style model of the own vehicle and the RSS model during the lane changing process, and continuously monitors the change trend of the ratio coefficient so that the automatic driving system can obtain the current safety status in real time in different lane changing styles and make corresponding safety measures or reminders, thereby avoiding the problem that the safety risk under different lane changing styles cannot be assessed or the consistency of safety measures is poor when the longitudinal safety model of the lane changing assistance function is used alone, and also avoids the problem that the safety distance assessment is relatively conservative after using the RSS model alone, which affects the lane changing efficiency and user experience.

[0089] The present invention greatly improves the accuracy of obtaining the safety level under different lane changing styles by monitoring the ratio coefficient between the lane changing style model of the vehicle and the RSS model, thereby improving the consistency of safety performance of the lane changing assistance function in the autonomous driving system under different lane changing styles and the user's trust in the autonomous driving system, and has a high application prospect.

[0090] The present invention improves the problem that the longitudinal safety distance model in the traditional automobile lane changing assistance function only performs lane changing actions and different lane changing style planning based on the safety distance between the front and rear vehicles in the own lane and the target lane, and cannot dynamically and accurately obtain the safety level under different lane changing styles. By obtaining the ratio coefficient in the lane changing of the own vehicle based on the own vehicle lane changing style model and the responsibility-sensitive safety model, the accuracy of obtaining the safety level under different lane changing styles is greatly improved, thereby improving the consistency of safety performance of the lane changing assistance function in the automatic driving system under different lane changing styles and the user's trust in the automatic driving system, ensuring the consistency of safety strategies under different lane changing styles and scenarios, and helping to enhance user experience.

[0091] like Figure 5 As shown, the fourth aspect of the present invention provides an electronic device, including:

[0092] At least one processor; and at least one memory in communication with the processor, wherein: the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the method described in any of the above embodiments.

[0093] A fifth aspect of the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method described in any one of the above embodiments is implemented.

[0094] It can be understood that computer-readable storage media may include: any entity or device capable of carrying a computer program, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), and a software distribution medium, etc. A computer program includes a computer program code. The computer program code may be in source code form, object code form, an executable file, or some intermediate form, etc. A computer-readable storage medium may include: any entity or device capable of carrying a computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), and a software distribution medium, etc.

[0095] In certain embodiments of the present invention, the electronic device may include a controller or a processor, and the controller is a single-chip microcomputer chip that integrates a processor, a memory, a communication module, etc. The processor may refer to a processor included in the controller. The processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc.

[0096] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present invention includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present invention belong.

[0097] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the above description. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0098] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle safety control method based on different lane-changing styles, characterized in that: include: Obtaining and determining a lane changing style model of the ego vehicle based on the lane changing style of the ego vehicle and the longitudinal safety distance model; The lane-changing style model of the ego vehicle is at least used to monitor the safe distance during the lane-changing process; Obtain and evaluate the safety range of the current lane-changing style of the vehicle based on the responsibility-sensitive safety model; During the lane changing process, calculating a ratio coefficient between the lane changing style model of the ego vehicle and the responsibility sensitive safety model; The vehicle is controlled based on the ratio coefficient to avoid lane change risk; wherein: The longitudinal safety distance model is obtained by: Get and based on the target vehicle speed v obj , vehicle speed v ego , the following vehicle deceleration value a , the reaction time of the rear vehicle when the front vehicle brakes t , the basic safe distance between the front and rear vehicles s Safety distance factor between front and rear vehicles coef The longitudinal safety distance model is generated as ( v obj - v ego ) 2 / 2 a +( v obj - v ego )× t + max ( s , coef × v ego ); The obtaining and determining the lane changing style model of the vehicle based on the lane changing style of the vehicle and the longitudinal safety distance model includes: Obtaining and determining a lane-changing style of the ego vehicle based on the ego vehicle adjustment parameters; A lane changing style model of the ego vehicle is determined based on the lane changing style of the ego vehicle and the longitudinal safety distance model.

2. The vehicle safety control method based on different lane changing styles according to claim 1 is characterized in that: The obtaining and evaluating the safety range of the current lane changing style of the vehicle based on the responsibility-sensitive safety model includes: Obtain and based on the maximum braking deceleration value a of the preceding vehicle within the preset response time ρ max,brake , within the preset response time ρ, the following vehicle max,accel After acceleration, min,brake The distance you need to brake until you stop without colliding with the vehicle in front, and the longitudinal speed of the vehicle behind at the same time v r and the longitudinal speed of the vehicle ahead v f , generate a responsibility-sensitive safety model ; The responsibility-sensitive safety model is used as the safety distance baseline during the lane changing process, and the safety range under the current lane changing style of the ego vehicle is evaluated by the safety distance baseline.

3. The vehicle safety control method based on different lane changing styles according to claim 1, characterized in that: The self-vehicle adjustment parameters at least include the lane change acceleration and deceleration, the vehicle body yaw angular velocity and the path planning distance of the self-vehicle.

4. The vehicle safety control method based on different lane changing styles according to claim 3 is characterized in that: When the ego vehicle is the rear vehicle, the target vehicle is the front vehicle and the target vehicle speed is slower than the ego vehicle speed, the longitudinal safety distance model is ( v obj - v ego ) 2 / 2 a +( v obj - v ego )× t + max ( s , coef × v ego ); When the ego vehicle is the rear vehicle, the target vehicle is the front vehicle, and the target vehicle speed is faster than the ego vehicle speed, the longitudinal safety distance model is: max ( s , coef × v ego ); When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle and the target vehicle speed is faster than the ego vehicle speed, the longitudinal safety distance model is ( v obj - v ego ) 2 / 2 a +( v obj - v ego )× t + max ( s , coef × v ego ); When the ego vehicle is the front vehicle, the target vehicle is the rear vehicle and the target vehicle speed is slower than the ego vehicle speed, the longitudinal safety distance model is: max ( s , coef × v ego ).

5. The vehicle safety control method based on different lane changing styles according to claim 3 or 4, characterized in that: The lane changing style of the vehicle at least includes a first lane changing style, a second lane changing style and a third lane changing style; Different lane changing styles of the vehicle correspond to different ratio coefficients, wherein the first lane changing style corresponds to a first ratio coefficient, the second lane changing style corresponds to a second ratio coefficient, and the third lane changing style corresponds to a third ratio coefficient.

6. The vehicle safety control method based on different lane changing styles according to claim 5 is characterized in that: In the lane changing process, calculating the ratio coefficient between the lane changing style model of the vehicle and the responsibility sensitive safety model includes: If the ratio coefficient is less than the first ratio coefficient, it is determined that the vehicle is in a high-risk state; If the ratio coefficient is greater than the first ratio coefficient and less than the third ratio coefficient, it is determined that the vehicle is in a medium risk state; If the ratio coefficient is greater than the third ratio coefficient, it is determined that the vehicle is in a low risk state.

7. A vehicle safety control system based on different lane changing styles, characterized in that: include: A model acquisition unit, at least used to acquire and determine a lane-changing style model of the ego vehicle based on the lane-changing style of the ego vehicle and the longitudinal safety distance model; The lane-changing style model of the ego vehicle is at least used to monitor the safe distance during the lane-changing process; A model evaluation unit, at least used to obtain and evaluate the safety range of the current lane changing style of the ego-vehicle based on the responsibility-sensitive safety model; a ratio calculation unit, at least used to calculate a ratio coefficient between the lane-changing style model of the ego vehicle and the responsibility-sensitive safety model during a lane-changing process; A vehicle control unit, at least for controlling the vehicle based on the ratio coefficient to avoid lane change risk; wherein: The longitudinal safety distance model is obtained by: Get and based on the target vehicle speed v obj , vehicle speed v ego , the following vehicle deceleration value a , the reaction time of the rear vehicle when the front vehicle brakes t , the basic safe distance between the front and rear vehicles s Safety distance factor between front and rear vehicles coef The longitudinal safety distance model is generated as ( v obj - v ego ) 2 / 2 a +( v obj - v ego )× t + max ( s , coef × v ego ); The obtaining and determining the lane changing style model of the vehicle based on the lane changing style of the vehicle and the longitudinal safety distance model includes: Obtaining and determining a lane-changing style of the ego vehicle based on the ego vehicle adjustment parameters; A lane changing style model of the ego vehicle is determined based on the lane changing style of the ego vehicle and the longitudinal safety distance model.

8. A vehicle lane-changing assistance system, wherein the vehicle lane-changing assistance system is capable of executing the vehicle safety control method based on different lane-changing styles as claimed in any one of claims 1 to 6.

9. An electronic device, characterized in that: include: at least one processor; And at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the automobile safety control method based on different lane changing styles as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is run by a computer, the vehicle safety control method based on different lane changing styles is executed as claimed in any one of claims 1 to 6.

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