Self-adaptive cruise vehicle distance control method, device and equipment and storage medium

Abstract

The invention discloses a self-adaptive cruise vehicle distance control method, device and equipment and a storage medium, and belongs to the technical field of automatic driving. According to the method, driving data, such as the vehicle speed and the longitudinal distance, of vehicles within a certain range are recognized through a real-time sensing system, the predicted collision time and the relative acceleration are calculated, and therefore the vehicles which possibly directly or indirectly cause collision in the vehicles are determined to be subjected to early warning marking; real-time collision risks of a plurality of vehicles are quantified by combining a collision risk assessment algorithm, so that the vehicles needing priority prevention are determined, the vehicle following distance is adjusted in real time, in addition, when the vehicles needing priority prevention are switched, vehicle control stability is ensured by limiting vehicle deceleration, and the situation that driving experience is affected by sudden braking is avoided. On the whole, according to the scheme, through real-time vehicle distance control and risk assessment, the collision risk brought to the front vehicle is reduced, the vehicle following safety of the vehicle in the complex traffic environment is remarkably improved, and the driving comfort and safety are improved.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving technology, and in particular to an adaptive cruise distance control method, device, equipment and storage medium. Background Art

[0002] With the acceleration of global urbanization, problems in the transportation field are becoming increasingly prominent. In order to meet these challenges, autonomous driving technology has emerged. The goal of autonomous driving technology is to improve road use efficiency, reduce traffic accidents, reduce environmental pollution, and enhance driving experience. Against this backdrop, autonomous driving technology, as an important part of the intelligent transportation system, is gradually moving from concept to reality and becoming a key technology to promote a revolution in the transportation field.

[0003] The development of autonomous driving technology involves multiple links such as vehicle perception of the environment, decision-making planning, and control execution. However, in urban road environments with dense vehicles and complex and changeable traffic flows, the adaptability and safety of existing autonomous driving technologies in complex traffic environments still need to be improved. In practical applications, traditional autonomous driving systems often only consider the relationship with the vehicle in front, ignoring the possible impact of the vehicle in front of the vehicle (i.e., the "vehicle in front of the vehicle"). In a complex traffic environment, the behavior of the vehicle in front (such as sudden braking, lane changing, etc.) may indirectly affect the safety of the vehicle.

[0004] Therefore, in order to improve the adaptability and safety of autonomous vehicles in complex traffic environments, how to effectively predict and prevent the risks that may be brought by the vehicle in front has become an urgent problem to be solved in adaptive cruise control technology. Summary of the invention

[0005] The main purpose of the present invention is to provide an adaptive cruise distance control method, device, equipment and storage medium, aiming to solve the technical problem of how to effectively predict and prevent the collision risk that may be caused by the vehicle in front.

[0006] To achieve the above object, the present invention provides an adaptive cruise distance control method, the adaptive cruise distance control method comprising: According to the vehicle distance control strategy, determine the collision warning vehicles in the real-time traffic flow; Determining a priority prevention vehicle based on the vehicle driving data of the collision warning vehicle; Adjust the following distance between the vehicle and the priority vehicle according to the real-time vehicle speed.

[0007] Optionally, determining the collision warning vehicle in the real-time traffic flow according to the vehicle distance control strategy includes: The vehicle closest to the vehicle in the first collision warning area is used as the first collision warning vehicle; Determining a second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the own vehicle; The vehicle closest to the host vehicle in the second collision warning area is used as the second collision warning vehicle; The first collision warning vehicle and the second collision warning vehicle are used as collision warning vehicles.

[0008] Optionally, determining the second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the own vehicle includes: Determining the longitudinal distance according to the real-time position of the first collision warning vehicle and the real-time position of the own vehicle; Obtaining a lateral detection distance of the second collision warning area according to the longitudinal distance and the vehicle type of the first collision warning vehicle; The second collision warning area is determined according to the lateral detection distance, the first collision warning area, and the position of the first collision warning vehicle.

[0009] Optionally, determining the priority prevention vehicle according to the vehicle driving data of the collision warning vehicle includes: Acquiring vehicle driving data of the collision warning vehicle, wherein the vehicle driving data includes real-time vehicle speed and real-time longitudinal distance; According to the vehicle driving data, the estimated collision time and relative acceleration of each collision warning vehicle and the vehicle are obtained; The priority vehicle to be prevented is determined based on the estimated collision time and relative acceleration.

[0010] Optionally, determining a priority vehicle to be prevented according to the estimated collision time and the relative acceleration includes: According to the estimated collision time and relative acceleration of each vehicle, a real-time collision risk assessment score of the second collision warning vehicle is obtained; When the real-time collision risk assessment score is greater than the first marking score, taking the second collision warning vehicle as a priority prevention vehicle; When the real-time collision risk assessment score is less than a second marking score and / or the estimated collision time of the first collision warning vehicle is less than a collision response threshold, the first collision warning vehicle is taken as a priority prevention vehicle.

[0011] Optionally, obtaining the real-time collision risk assessment score of the second collision warning vehicle according to the estimated collision time and relative acceleration of each vehicle includes: Determine the risk assessment coefficient according to the real-time speed of the vehicle; Obtaining a collision time difference according to an estimated collision time between the first collision warning vehicle and the second collision warning vehicle; Obtaining an acceleration difference according to the relative acceleration of the first collision warning vehicle and the second collision warning vehicle; A real-time collision risk assessment score of the second collision warning vehicle is obtained according to the risk assessment coefficient, the collision time difference and the relative acceleration difference.

[0012] Optionally, the adaptive cruise distance control method further includes: When the priority prevention vehicle is switched, the real-time expected deceleration of the vehicle is limited to be less than or equal to the expected deceleration at the moment before the switch within the first vehicle control time length; During the second vehicle control time period, the real-time expected deceleration increase of the vehicle is limited to be lower than a preset increase threshold, and the restriction is lifted when the switching time period exceeds the second vehicle control time period.

[0013] In addition, in order to achieve the above-mentioned purpose, the present invention provides an adaptive cruise vehicle distance control device, the adaptive cruise vehicle distance control device comprising: Warning identification module, used to identify collision warning vehicles in real-time traffic flow according to vehicle distance control strategy; A collision analysis module, used to determine a priority prevention vehicle based on the vehicle driving data of the collision warning vehicle; The vehicle control module is used to adjust the following distance between the vehicle and the priority prevention vehicle according to the real-time vehicle speed.

[0014] In addition, to achieve the above-mentioned purpose, the present invention provides an adaptive cruise distance control device, which includes: a memory, a processor, and an adaptive cruise distance control program stored in the memory and executable on the processor, wherein the adaptive cruise distance control program is configured to implement the steps of the adaptive cruise distance control method.

[0015] In addition, to achieve the above-mentioned purpose, the present invention provides a storage medium, on which an adaptive cruise distance control program is stored, and when the adaptive cruise distance control program is executed by a processor, the steps of the adaptive cruise distance control method are implemented.

[0016] The present invention uses a real-time perception system to identify vehicles within a certain range of the current lane, and then calculates the expected collision time and relative acceleration based on the driving data of these vehicles, such as vehicle speed and longitudinal spacing, so as to determine and mark vehicles that have the potential to directly or indirectly cause collisions. In combination with a collision risk assessment algorithm, the real-time collision risk of multiple warning vehicles is quantified to timely determine the vehicles that need to be prioritized and adjust the following distance in real time. In addition, when the priority vehicles are switched, the solution ensures the stability of vehicle control by limiting vehicle deceleration to avoid sudden braking that affects the driving experience. Overall, the solution significantly improves the active safety performance of vehicles in complex traffic environments through refined vehicle distance control and risk assessment, reduces traffic accidents caused by untimely driver response or misjudgment, and improves driving comfort and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0019] Figure 1 This is a flow chart of the first embodiment of the adaptive cruise control method of the present application; Figure 2 A schematic diagram of a first collision warning area of ​​a first embodiment of an adaptive cruise distance control method of the present application; Figure 3 A schematic diagram of a second collision warning area of ​​the first embodiment of the adaptive cruise distance control method of the present application; Figure 4 This is a flow chart of a second embodiment of the adaptive cruise control method of the present application; Figure 5 This is a functional module diagram of the adaptive cruise distance control device of this application; Figure 6 It is a structural diagram of a terminal device in the hardware operating environment involved in the embodiment of the present application.

[0020] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0021] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0022] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0023] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, an adaptive cruise distance control device, etc. The following takes the adaptive cruise distance control device as an example to illustrate this embodiment and the following embodiments.

[0024] The present application embodiment provides an adaptive cruise control method. Figure 1 , Figure 1 This is a flow chart of the first embodiment of the present application.

[0025] In this embodiment, the adaptive cruise control method includes: Step S10: Determine collision warning vehicles in real-time traffic flow according to the vehicle distance control strategy.

[0026] It should be noted that, in the process of driving, the vehicle directly in front of the current vehicle theoretically has the greatest risk of collision with the vehicle. However, in some special cases, even if a relatively safe following distance is maintained at a certain speed, a collision may still occur. For example, when there is also a vehicle directly in front of the vehicle within a certain distance, if the vehicle in front of the current vehicle brakes, if the vehicle in front of the current vehicle changes lanes in time to avoid the vehicle in front, the vehicle in front may not be able to brake in time and collide with the vehicle in front in the case of occlusion. This situation often occurs during the cruise control of the vehicle. Since the cruise control system usually does not dynamically adjust the speed according to the real-time traffic conditions, it will not automatically slow down to deal with traffic congestion ahead or sudden deceleration of the vehicle in front, unless the driver intervenes manually. If the driver is distracted or does not react quickly enough, he may not be able to respond to changes in the current lane in time.

[0027] It is understandable that from the above cases, in addition to the risk of direct collision between the nearest vehicle in a certain area directly in front of the vehicle and the vehicle, the vehicle in front of the vehicle will also indirectly affect the safety of the vehicle to a certain extent due to its own driving behavior, especially when the vehicle in front blocks the vehicle. The vehicle in front can capture relevant warning information in time. For example, the turn signal, double flash lights and brake lights of the vehicle in front can all be turned on to remind the vehicle in front to a certain extent. In the case of obstruction, this information cannot be transmitted to the vehicle in front. Therefore, special arrangements are also needed for obstruction situations to avoid collision risks in time.

[0028] In one embodiment, the method of determining the collision warning vehicle in the real-time traffic flow based on the vehicle distance control strategy includes: taking the vehicle in the first collision warning area that is closest to the vehicle in a straight-line distance as the first collision warning vehicle; determining the second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the vehicle; taking the vehicle in the second collision warning area that is closest to the vehicle in a straight-line distance as the second collision warning vehicle; and taking the first collision warning vehicle and the second collision warning vehicle as collision warning vehicles.

[0029] Reference Figure 2 , Figure 2 This is a schematic diagram of the first collision warning area of ​​the first embodiment of the adaptive cruise distance control method of the present application.

[0030] It is understandable that the real-time perception system of a vehicle generally perceives the traffic information in the lane and the lanes on the left and right sides of the lane in real time. Generally speaking, the real-time perception system includes multiple sensors and data processing units such as cameras, radars, lidars, ultrasonic sensors, GPS, IMU, etc. These sensors are usually installed at the front of the vehicle, and their field of view naturally forms a fan-shaped area, such as Figure 2 As shown, Figure 2 The fan-shaped area in the figure is the first collision warning area. Any vehicle that partially overlaps with the warning vehicle in this area is marked as a warning vehicle. On this basis, the straight-line distance between the warning vehicle and the vehicle is further calculated, and the vehicle with the closest straight-line distance to the vehicle in this area is regarded as the "front vehicle" that needs to be prevented most in this area, that is, the first collision warning vehicle.

[0031] Reference Figure 3 , Figure 3 This is a schematic diagram of the second collision warning area of ​​the first embodiment of the adaptive cruise distance control method of the present application.

[0032] In one embodiment, the second collision warning area is determined based on the real-time position of the first collision warning vehicle and the real-time position of the vehicle, including: determining the longitudinal distance according to the real-time position of the first collision warning vehicle and the real-time position of the vehicle; obtaining the lateral detection distance of the second collision warning area according to the longitudinal distance and the vehicle type of the first collision warning vehicle; and determining the second collision warning area according to the lateral detection distance, the first collision warning area and the position of the first collision warning vehicle.

[0033] It should be noted that after determining the first collision warning vehicle, the "front vehicle" that needs to be guarded against is further determined. Since the occlusion between vehicles will have a certain impact on the identification of the vehicle and the acquisition of driving data, the vehicle will focus on observing the area within a certain range in front of the first collision warning vehicle, which is the second collision warning area. The size of this area is related to the longitudinal distance from the first collision warning vehicle to the vehicle in the lane and the speed of the vehicle. Generally speaking, the faster the speed of the vehicle, the greater the width of the second collision warning area, that is, the lateral detection distance. The closer the distance between the vehicle and the first warning vehicle, the greater the longitudinal distance of the area, and vice versa. In addition, since the perception distance of the vehicle is limited, the first collision warning area in the above step is already the limit of the perception range. Therefore, the boundary of the first collision warning area is combined with the lateral detection distance and the position of the first collision warning vehicle. The area surrounded by these boundaries is the second collision warning area. Similarly, the vehicle closest to the vehicle in this area is the second collision warning vehicle.

[0034] It should be understood that when the first collision warning vehicle is a conventional car, the lower limit of the lateral detection range is the body width of the first collision warning vehicle, and the upper limit is twice the width of the lane. If the first collision warning vehicle is a motorcycle, tricycle, bicycle or other vehicle that will not cause obstruction, the lateral detection width always remains unchanged at one lane width.

[0035] It can be understood that the above steps complete the determination of the "vehicle in front" and the "vehicle in front of" and the subsequent vehicle distance control and determination of priority vehicles are all based on data processing and analysis of the real-time driving information of these two vehicles.

[0036] Step S20: Determine a priority prevention vehicle according to the vehicle driving data of the collision warning vehicle.

[0037] It should be noted that the vehicle driving data here includes the real-time speed of the vehicle, the longitudinal distance between the warning vehicle and the vehicle in the lane, and other information. The acceleration of the warning vehicle can be further obtained based on the real-time speed of the warning vehicle, which can be positive (acceleration) or negative (deceleration). On the other hand, the speed difference between the warning vehicle and the vehicle, the greater the speed difference, the higher the potential risk. The acceleration change of the warning vehicle, especially the sudden deceleration, will further increase the risk of collision. The system predicts when the two vehicles may collide based on the current speed and longitudinal distance. This time is the estimated time to collision (Time to Collision, TTC). The shorter the TTC, the higher the risk.

[0038] It is understandable that collision warning vehicles include both the "vehicle in front" and the "vehicle in front of you". When there is a higher risk of collision between the vehicle in front and your vehicle, the vehicle in front should be given priority. If the vehicle in front is relatively safe, you need to focus on preventing the chain reaction caused by the sudden change in the driving status of the vehicle in front of you.

[0039] It should be understood that during the driving process of the vehicle, the classification marks of the warning vehicles change in real time. When these vehicles move, it may appear that the vehicle is no longer the front vehicle or the front-front vehicle of this vehicle, that is, the warning attribute of the vehicle itself will change. This change will further lead to changes in the priority prevention vehicles.

[0040] It is understandable that the basic logic for ensuring driving safety is to ensure that there is enough braking space between vehicles, that is, sufficient following distance. Therefore, no matter which vehicle is prioritized for prevention, the actual distance that should be maintained will be recalculated.

[0041] Step S30: adjusting the following distance between the vehicle and the priority prevention vehicle according to the real-time vehicle speed.

[0042] It is understandable that the vehicle system obtains the real-time speed of the vehicle and the driving data of the priority vehicle, calculates the appropriate following distance, and instructs the vehicle to adjust the speed according to this distance. This process is dynamic and needs to be constantly monitored and adjusted to adapt to real-time traffic conditions. At the same time, the system design aims to provide a comfortable driving experience while retaining enough reaction time for the driver to take over control in time.

[0043] In one embodiment, the adaptive cruise control method further includes: when the priority prevention vehicle is switched, limiting the real-time expected deceleration of the vehicle to be less than or equal to the expected deceleration at the moment before the switch within the first vehicle control time length; limiting the real-time expected deceleration increase of the vehicle to be lower than a preset increase threshold within the second vehicle control time length, and lifting the restriction when the switching time length exceeds the second vehicle control time length.

[0044] It should be understood that since the priority prevention vehicle may change multiple times in a short period of time when the real-time traffic flow changes complexly, if the vehicle is directly controlled, it is easy to cause frequent adjustments, thereby affecting the driving experience. In this embodiment, a limiting condition is set for the vehicle control process when the priority prevention vehicle is switched, that is, within the first vehicle control time when the switch occurs, the deceleration of the vehicle is less than or equal to the deceleration at the moment before the switch, that is, the braking effect of the vehicle shall not continue to increase within the first vehicle control time. The advantage of this is that there will be no obvious "pushing back feeling" during the braking process when switching. The first vehicle control duration can be set to 1 to 2 seconds. During the second vehicle control duration when the switch occurs, the expected deceleration increase is lower than the preset increase threshold, that is, during this period of time, the vehicle will not suddenly decelerate sharply, but will reduce the speed in a relatively stable and gradual manner to increase the distance between the following vehicles. Under normal circumstances, the second vehicle control duration is 3 to 5 seconds. In a preferred embodiment: priority is given to preventing the vehicle from switching from the front vehicle to the front-front vehicle or from the front-front vehicle to the front vehicle. Within 1 second, the expected deceleration of the vehicle cannot increase, and the deceleration increase slope is limited to 0.3m / s3 within 3 seconds. The restriction is lifted after 3 seconds.

[0045] The present embodiment provides an adaptive cruise vehicle distance control method. The present embodiment determines a collision warning vehicle in real-time traffic flow according to a vehicle distance control strategy; determines a priority prevention vehicle according to vehicle driving data of the collision warning vehicle; and adjusts the following distance between the present vehicle and the priority prevention vehicle according to the real-time vehicle speed.

[0046] In summary, this embodiment uses a real-time perception system to identify vehicles within a certain range of the current lane, and then calculates the expected collision time and relative acceleration based on the driving data of these vehicles, such as vehicle speed and longitudinal spacing, so as to determine and mark vehicles that may directly or indirectly cause collisions. In combination with a collision risk assessment algorithm, the real-time collision risk of multiple warning vehicles is quantified to timely determine the vehicles that need to be prioritized and adjust the following distance in real time. In addition, when the priority vehicles are switched, the solution ensures the stability of vehicle control by limiting vehicle deceleration to avoid sudden braking affecting the driving experience. Overall, the solution significantly improves the active safety performance of vehicles in complex traffic environments through refined vehicle distance control and risk assessment, reduces traffic accidents caused by untimely driver response or misjudgment, and improves driving comfort and safety.

[0047] Reference Figure 4 , Figure 4 This is a flow chart of a second embodiment of an adaptive cruise distance control method of the present application. Based on the above first embodiment, a second embodiment of an adaptive cruise distance control method of the present application is proposed.

[0048] In this embodiment, step S20 of the adaptive cruise distance control method includes: Step S201: Acquire vehicle driving data of the collision warning vehicle.

[0049] It should be noted that, since the collision warning vehicles include the first collision warning vehicle and the second collision warning vehicle, which correspond to the preceding vehicle and the preceding preceding vehicle of the present vehicle respectively, the vehicle driving data of the collision warning vehicles need to be calculated separately.

[0050] It is understood that vehicle driving data includes real-time speed, real-time acceleration, longitudinal distance, relative speed to the vehicle in front, driving direction, braking status, vehicle position, etc. These data are used to evaluate the dynamic behavior of the vehicle and its relationship with the surrounding environment, help the driving assistance system make safe decisions, ensure driving safety and improve the driving experience.

[0051] Step S202: Obtaining the estimated collision time and relative acceleration between each collision warning vehicle and the host vehicle according to the vehicle driving data.

[0052] It should be noted that Time to Collision (TTC) is an important indicator used to evaluate the time remaining before a vehicle collides with an object or vehicle in front. The calculation requires the straight-line distance between the collision warning vehicle and the vehicle in the lane and the relative speed. If the vehicle or the object in front is accelerating or decelerating, the calculation of TTC may need to take acceleration into account.

[0053] It is understandable that the relative acceleration also has a certain reference value. For example, when the accelerations of the front vehicle and the vehicle preceding the front vehicle relative to the vehicle are inconsistent, this means that at least one of the front vehicle and the vehicle preceding the front vehicle is approaching the vehicle.

[0054] Step S203: Determine a priority vehicle to be prevented based on the estimated collision time and relative acceleration.

[0055] It should be noted that the order of judgment is to first determine whether the estimated collision time of the front vehicle is within the collision reaction time, thereby determining whether the front vehicle has a collision risk at this time, and then calculate the collision risk of the front vehicle through the collision time difference and acceleration difference between the two. Among them, the collision time difference refers to the estimated collision time between the front vehicle and the own vehicle minus the estimated collision time between the front vehicle and the own vehicle. It can be understood that this value is generally negative, and when the value is a negative value, the larger it is, the closer the distance between the front vehicle and the front vehicle. Similarly, the acceleration difference is the relative acceleration between the front vehicle and the own vehicle minus the relative acceleration between the front vehicle and the own vehicle. Therefore, the difference can also reflect the priority of the second collision warning vehicle relative to the own vehicle.

[0056] In one embodiment, determining the priority prevention vehicle based on the expected collision time and relative acceleration includes: obtaining a real-time collision risk assessment score of a second collision warning vehicle based on the expected collision time and relative acceleration of each vehicle; when the real-time collision risk assessment score is greater than a first marking score, taking the second collision warning vehicle as a priority prevention vehicle; when the real-time collision risk assessment score is less than the second marking score and / or the expected collision time of the first collision warning vehicle is less than a collision response threshold, taking the first collision warning vehicle as a priority prevention vehicle.

[0057] It can be understood that the expected collision time and relative acceleration are equivalent to two independent variables. Combined with the collision risk assessment algorithm, a collision risk assessment score can be obtained. Combined with the aforementioned steps, after first judging whether the expected collision time of the front vehicle is within the collision reaction time to judge whether the front vehicle has a collision risk at this time, the second collision warning vehicle will be taken as a priority prevention vehicle only when the collision risk assessment score is greater than the first marking score, that is, the front vehicle will be the priority prevention vehicle. Within a certain period of time, even if the score drops below the first marking score, the priority prevention object remains unchanged. It needs to drop to the second marking score or the expected collision time of the first collision warning vehicle is less than the collision reaction threshold before the first collision warning vehicle is taken as the priority prevention vehicle. The advantage of this is that by maintaining the priority prevention object unchanged within a certain period of time, even if the collision risk assessment score temporarily drops, unnecessary adjustments to the vehicle control system can be reduced, thereby providing a smoother driving experience and reducing the instability of driving strategies caused by frequent changes in priority prevention vehicles.

[0058] In one embodiment, the real-time collision risk assessment score of the second collision warning vehicle is obtained based on the expected collision time and relative acceleration of each vehicle, including: determining a risk assessment coefficient based on the real-time speed of the vehicle; obtaining a collision time difference based on the expected collision time between the first collision warning vehicle and the second collision warning vehicle; obtaining an acceleration difference based on the relative acceleration between the first collision warning vehicle and the second collision warning vehicle; and obtaining the real-time collision risk assessment score of the second collision warning vehicle based on the risk assessment coefficient, the collision time difference and the relative acceleration difference.

[0059] It can be understood that, in the collision assessment process, the expected collision time and the relative acceleration are equivalent to two independent variables, but the weights of the two independent variables are different. In this embodiment, a pair of risk assessment coefficients are set before the two independent variables to ensure the smoothness of the assessment results at different vehicle speeds, and the sum of the two coefficients remains unchanged.

[0060] It should be understood that even if the estimated collision time difference and relative acceleration difference are exactly the same, it does not mean that the working conditions on the road are exactly the same. This is because what are calculated in this process are the relative acceleration and relative speed, and the actual speed of the vehicle does not appear. In order to comprehensively consider driving safety, it is necessary to determine the risk assessment coefficient based on the real-time speed of the vehicle. For example, in a certain scenario, the sum of the coefficient of the collision time difference and the coefficient of the acceleration difference remains unchanged at 2. When the real-time speed of the vehicle is 0-80km / h, the collision reaction time threshold is 6 seconds, the coefficient of the collision time difference is 1, and the acceleration difference coefficient is 1. The number is 1; when the real-time speed of the vehicle is 80-120 km / h, the collision reaction time threshold is 5 seconds, the coefficient of the collision time difference is 0.8, and the acceleration difference coefficient is 1.2; when the real-time speed of the vehicle is greater than 120 km / h, the collision reaction time threshold is 4.5 seconds, the coefficient of the collision time difference is 0.7, and the acceleration difference coefficient is 1.3. It can be found that as the speed of the vehicle increases, the collision reaction time threshold gradually decreases, and the coefficient of the collision time difference and the coefficient of the acceleration difference are dynamically adjusted in different speed ranges. As the speed increases, the coefficient of the acceleration difference gradually increases, especially in the range above 120 km / h. This means that when driving at high speeds, the acceleration or deceleration changes of the vehicle become more important for the assessment of collision risks, and the system needs to pay more attention to the dynamic behavior of the vehicle ahead.

[0061] The present embodiment provides an adaptive cruise distance control method, which obtains the vehicle driving data of the collision warning vehicle; obtains the estimated collision time and relative acceleration of each collision warning vehicle with the vehicle according to the vehicle driving data; and determines the priority prevention vehicle according to the estimated collision time and relative acceleration.

[0062] In summary, the beneficial effect of this solution is that it can more accurately identify and manage complex traffic risks in multi-vehicle situations, reduce driving strategy instability caused by frequent changes in priority vehicles, and provide a smoother and safer driving experience. In addition, by dynamically adjusting the risk assessment coefficient, the system can adapt to driving environments at different speeds, improve the flexibility and reliability of the adaptive cruise control system, and effectively prevent collisions and protect passenger safety under various traffic conditions.

[0063] Reference Figure 5 The present application also provides an adaptive cruise vehicle distance control device, the adaptive cruise vehicle distance control device comprising: The warning identification module 10 is used to determine the collision warning vehicles in the real-time traffic flow according to the vehicle distance control strategy.

[0064] The collision analysis module 20 is used to determine the priority prevention vehicle according to the vehicle driving data of the collision warning vehicle.

[0065] The vehicle control module 30 is used to adjust the following distance between the vehicle and the priority prevention vehicle according to the real-time vehicle speed.

[0066] In one embodiment, the warning identification module 10 is also used to use the vehicle in the first collision warning area that is closest to the vehicle in a straight-line distance as the first collision warning vehicle; determine the second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the vehicle; use the vehicle in the second collision warning area that is closest to the vehicle in a straight-line distance as the second collision warning vehicle; and use the first collision warning vehicle and the second collision warning vehicle as collision warning vehicles.

[0067] In one embodiment, the warning identification module 10 is also used to determine the longitudinal distance based on the real-time position of the first collision warning vehicle and the real-time position of the vehicle; obtain the lateral detection distance of the second collision warning area based on the longitudinal distance and the vehicle type of the first collision warning vehicle; determine the second collision warning area based on the lateral detection distance, the first collision warning area and the position of the first collision warning vehicle.

[0068] In one embodiment, the collision analysis module 20 is also used to obtain the vehicle driving data of the collision warning vehicle, and the vehicle driving data includes the real-time vehicle speed and the real-time longitudinal distance; according to the vehicle driving data, the estimated collision time and relative acceleration of each collision warning vehicle and the vehicle are obtained; according to the estimated collision time and relative acceleration, the priority prevention vehicle is determined.

[0069] In one embodiment, the collision analysis module 20 is also used to obtain a real-time collision risk assessment score of the second collision warning vehicle based on the expected collision time and relative acceleration of each vehicle; when the real-time collision risk assessment score is greater than the first marking score, the second collision warning vehicle is used as a priority prevention vehicle; when the real-time collision risk assessment score is less than the second marking score and / or the expected collision time of the first collision warning vehicle is less than a collision response threshold, the first collision warning vehicle is used as a priority prevention vehicle.

[0070] In one embodiment, the collision analysis module 20 is also used to determine a risk assessment coefficient based on the real-time speed of the vehicle; obtain a collision time difference based on the expected collision time between the first collision warning vehicle and the second collision warning vehicle; obtain an acceleration difference based on the relative acceleration between the first collision warning vehicle and the second collision warning vehicle; and obtain a real-time collision risk assessment score of the second collision warning vehicle based on the risk assessment coefficient, the collision time difference and the relative acceleration difference.

[0071] In one embodiment, the vehicle control module 30 is also used to limit the real-time expected deceleration of the vehicle to be less than or equal to the expected deceleration at a moment before the switch occurs during the first vehicle control time period; and to limit the increase in the real-time expected deceleration of the vehicle to be lower than a preset increase threshold during the second vehicle control time period, and to lift the restriction when the switching time period exceeds the second vehicle control time period.

[0072] An embodiment of the present application also provides an adaptive cruise control device, the device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the adaptive cruise control method in the above-mentioned embodiment 1.

[0073] Reference below Figure 6 , which shows a schematic diagram of the structure of an adaptive cruise distance control device suitable for implementing the embodiment of the present application. The adaptive cruise distance control device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The adaptive cruise control device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0074] like Figure 6As shown, the adaptive cruise distance control device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the adaptive cruise distance control device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the adaptive cruise control device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an adaptive cruise control device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0075] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0076] The adaptive cruise distance control device provided by the present application adopts the adaptive cruise distance control method in the above embodiment, which can solve the technical problem of how to effectively predict and prevent the collision risk caused by the preceding vehicle in the field. Compared with the prior art, the beneficial effects of the adaptive cruise distance control device provided by the present application are the same as the beneficial effects of the adaptive cruise distance control method provided by the above embodiment, and the other technical features in the adaptive cruise distance control device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0077] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0078] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0079] The present application also provides a storage medium, on which an adaptive cruise distance control program is stored. When the adaptive cruise distance control program is executed by a processor, the steps of the adaptive cruise distance control method described in any one of the above are implemented.

[0080] The storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system, system or device. The program code contained on the storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0081] The storage medium may be included in the adaptive cruise control device; or may exist independently without being assembled into the adaptive cruise control device.

[0082] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the adaptive cruise distance control device, the adaptive cruise distance control device: determines the collision warning vehicle in the real-time traffic flow according to the vehicle distance control strategy; determines the priority prevention vehicle according to the vehicle driving data of the collision warning vehicle; and adjusts the following distance between the vehicle and the priority prevention vehicle according to the real-time vehicle speed.

[0083] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0084] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0085] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0086] The storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned adaptive cruise vehicle distance control method, and can solve the technical problem of how to effectively predict and prevent the collision risk that may be caused by the preceding vehicle. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the adaptive cruise vehicle distance control method provided in the above-mentioned embodiment, and will not be elaborated here.

[0087] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. An adaptive cruise distance control method, characterized in that: The adaptive cruise distance control method comprises: According to the vehicle distance control strategy, determine the collision warning vehicles in the real-time traffic flow; Determining a priority prevention vehicle based on the vehicle driving data of the collision warning vehicle; Adjust the following distance between the vehicle and the priority vehicle according to the real-time vehicle speed.

2. The adaptive cruise distance control method according to claim 1, characterized in that: Determining the collision warning vehicle in the real-time traffic flow according to the vehicle distance control strategy includes: The vehicle closest to the vehicle in the first collision warning area is used as the first collision warning vehicle; Determining a second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the own vehicle; The vehicle closest to the host vehicle in the second collision warning area is used as the second collision warning vehicle; The first collision warning vehicle and the second collision warning vehicle are used as collision warning vehicles.

3. The adaptive cruise distance control method according to claim 2, characterized in that: The determining of the second collision warning area based on the real-time position of the first collision warning vehicle and the real-time position of the own vehicle includes: Determining the longitudinal distance according to the real-time position of the first collision warning vehicle and the real-time position of the own vehicle; Obtaining a lateral detection distance of the second collision warning area according to the longitudinal distance and the vehicle type of the first collision warning vehicle; The second collision warning area is determined according to the lateral detection distance, the first collision warning area, and the position of the first collision warning vehicle.

4. The adaptive cruise distance control method according to claim 1, characterized in that: The determining of the priority prevention vehicle according to the vehicle driving data of the collision warning vehicle comprises: Acquiring vehicle driving data of the collision warning vehicle, wherein the vehicle driving data includes real-time vehicle speed and real-time longitudinal distance; According to the vehicle driving data, the estimated collision time and relative acceleration of each collision warning vehicle and the vehicle are obtained; The priority vehicle to be prevented is determined based on the estimated collision time and relative acceleration.

5. The adaptive cruise distance control method according to claim 4, characterized in that: The step of determining the priority prevention vehicle according to the estimated collision time and the relative acceleration includes: According to the estimated collision time and relative acceleration of each vehicle, a real-time collision risk assessment score of the second collision warning vehicle is obtained; When the real-time collision risk assessment score is greater than the first marking score, taking the second collision warning vehicle as a priority prevention vehicle; When the real-time collision risk assessment score is less than a second marking score and / or the estimated collision time of the first collision warning vehicle is less than a collision response threshold, the first collision warning vehicle is taken as a priority prevention vehicle.

6. The adaptive cruise distance control method according to claim 5, characterized in that: The step of obtaining the real-time collision risk assessment score of the second collision warning vehicle according to the estimated collision time and relative acceleration of each vehicle includes: Determine the risk assessment coefficient according to the real-time speed of the vehicle; Obtaining a collision time difference according to an estimated collision time between the first collision warning vehicle and the second collision warning vehicle; Obtaining an acceleration difference according to the relative acceleration of the first collision warning vehicle and the second collision warning vehicle; A real-time collision risk assessment score of the second collision warning vehicle is obtained according to the risk assessment coefficient, the collision time difference and the relative acceleration difference.

7. The adaptive cruise distance control method according to claim 1, characterized in that: The adaptive cruise distance control method further includes: When the priority prevention vehicle is switched, the real-time expected deceleration of the vehicle is limited to be less than or equal to the expected deceleration at the moment before the switch within the first vehicle control time length; During the second vehicle control time period, the real-time expected deceleration increase of the vehicle is limited to be lower than a preset increase threshold, and the restriction is lifted when the switching time period exceeds the second vehicle control time period.

8. An adaptive cruise distance control device, characterized in that: The adaptive cruise distance control device comprises: Warning identification module, used to identify collision warning vehicles in real-time traffic flow according to vehicle distance control strategy; A collision analysis module, used to determine a priority prevention vehicle based on the vehicle driving data of the collision warning vehicle; The vehicle control module is used to adjust the following distance between the vehicle and the priority prevention vehicle according to the real-time vehicle speed.

9. An adaptive cruise distance control device, characterized in that: The adaptive cruise distance control device comprises: a memory, a processor, and an adaptive cruise distance control program stored in the memory and executable on the processor, wherein the adaptive cruise distance control program is configured to implement the steps of the adaptive cruise distance control method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores an adaptive cruise distance control program, and when the adaptive cruise distance control program is executed by the processor, the steps of the adaptive cruise distance control method according to any one of claims 1 to 7 are implemented.

Images