An autonomous driving vehicle control method and vehicle

Abstract

This application provides an autonomous driving vehicle control method and a vehicle, comprising: acquiring the vehicle's actual speed and actual time distance, the actual relative speed between the vehicle and a target vehicle located in front of the vehicle, and the actual relative distance between the vehicle and the target vehicle; determining a basic expected distance based on the vehicle's actual speed and actual time distance; determining a final expected distance based on the basic expected distance, a curvature compensation coefficient, and a slope compensation coefficient; determining a critical value of a preset distance range based on the final expected distance and a preset speed range; determining the range conditions corresponding to the actual relative distance, and determining the expected relative speed based on the range conditions and the critical value of the preset speed range; determining the vehicle's target acceleration based on the actual relative speed, the expected relative speed, and the actual time distance, and controlling the vehicle to travel at the target acceleration. Through this application, the relative distance between the vehicle and the target vehicle is automatically adjusted according to the target acceleration, thereby improving driving efficiency.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and more specifically, to an autonomous driving vehicle control method and a vehicle. Background Technology

[0002] Currently, in autonomous driving, vehicles need to dynamically adjust acceleration commands according to different scenarios. Current adaptive cruise control (ACC) systems primarily rely on a fixed following distance, lacking flexibility and adaptability.

[0003] Traditional adaptive cruise control (ACC) systems often perform poorly in different scenarios. For example, the following distance setting is too rigid and cannot be dynamically adjusted according to actual road conditions. The acceleration and deceleration control strategies are also limited, resulting in poor passenger comfort. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide an autonomous driving vehicle control method and a vehicle to overcome at least one of the above-mentioned defects.

[0005] In a first aspect, embodiments of this application provide an autonomous vehicle control method, the method comprising: acquiring the vehicle's actual speed and actual time distance, the actual relative speed between the vehicle and a target vehicle located in front of the vehicle, and the actual relative distance between the vehicle and the target vehicle; determining a basic expected distance based on the vehicle's actual speed and actual time distance; determining a final expected distance based on the basic expected distance, a curvature compensation coefficient, and a slope compensation coefficient; determining a critical value of a preset distance interval based on the final expected distance and a preset speed interval, each preset speed interval corresponding to each preset distance interval; determining the interval condition corresponding to the actual relative distance, determining the expected relative speed based on the interval condition and the critical value of the preset speed interval, different interval conditions corresponding to different expected relative speeds; determining a target acceleration of the vehicle based on the actual relative speed, the expected relative speed, and the actual time distance, and controlling the vehicle to travel at the target acceleration.

[0006] In one optional embodiment of this application, the preset distance interval includes a distance-away interval and a distance-approach interval, and the preset speed interval includes a speed-away interval and a speed-approach interval. The distance-away interval corresponds to the speed-away interval, and the distance-approach interval corresponds to the speed-approach interval. The critical value of the vehicle's preset distance interval is determined by: determining the comparison result between the actual relative distance and the final expected distance; determining whether the vehicle is within the distance-away interval based on the comparison result; if the vehicle is within the distance-away interval, then based on the lower limit of the distance-away speed interval and a first preset penalty speed... The upper limit of the distance range is determined based on the speed and the final expected distance. The lower limit of the distance range is determined based on the upper limit of the distance range, the upper limit of the speed range, the lower limit of the speed range, the second preset penalty speed, and the final expected distance. If the vehicle is not in the distance range, the lower limit of the approach range is determined based on the upper limit of the approach speed range, the third preset penalty speed, and the final expected distance. The upper limit of the approach range is determined based on the lower limit of the approach distance range, the lower limit of the approach speed range, the upper limit of the approach speed range, the fourth preset penalty speed, and the final expected distance.

[0007] In one optional embodiment of this application, the target acceleration of the vehicle is determined by: determining the distance between the vehicle and the target vehicle based on the actual relative distance range of the vehicle; for each distance condition, determining the expected relative speed of the vehicle under that distance condition, and determining the target acceleration of the vehicle based on the expected relative speed.

[0008] In one optional embodiment of this application, the distance conditions include a first distance condition, a second distance condition, a third distance condition, a fourth distance condition, and a fifth distance condition. The step of determining the distance between the vehicle and the target vehicle based on the actual relative distance of the vehicle within its range includes: if the actual relative distance of the vehicle is greater than a preset constant and less than the lower limit of the distance-away interval, then the distance between the vehicle and the target vehicle is determined to be the first distance condition; if the actual relative distance of the vehicle is greater than or equal to the lower limit of the distance-away interval and less than or equal to the upper limit of the distance-away interval, then the distance between the vehicle and the target vehicle is determined to be the second distance condition; if the actual relative distance of the vehicle is greater than the upper limit of the distance-away interval and less than or equal to the final expected distance, then the distance between the vehicle and the target vehicle is determined to be the third distance condition; if the actual relative distance of the vehicle is greater than the final expected distance and less than or equal to the lower limit of the approach distance, then the distance between the vehicle and the target vehicle is determined to be the fourth distance condition; and if the actual relative distance of the vehicle is greater than the lower limit of the approach distance, then the distance between the vehicle and the target vehicle is determined to be the fifth distance condition.

[0009] In one optional embodiment of this application, the target acceleration of the vehicle when the distance between the vehicle and the target vehicle is a first distance condition is determined by the following method: when the actual relative speed is detected to be less than the lower limit of the distance-away speed interval, a first difference between the actual relative speed and the lower limit of the distance-away speed interval is calculated, and the ratio of the first difference to the actual time distance is determined, and the ratio of the first difference to the actual time distance is determined as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than or equal to the lower limit of the distance-away speed interval and less than or equal to the upper limit of the distance-away speed interval, a preset constant is determined as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than the upper limit of the distance-away speed interval, a second difference between the actual relative speed and the upper limit of the distance-away speed interval is calculated, and the ratio of the second difference to the actual time distance is determined, and the ratio of the second difference to the actual time distance is determined as the target acceleration of the vehicle.

[0010] In one optional embodiment of this application, the target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the second distance condition is determined by the following method: A first expected relative speed is calculated based on the lower limit of the distance-away speed interval, the second preset penalty speed, the actual relative distance, the upper limit of the distance-away distance interval, and the final expected distance; when the actual relative speed is detected to be less than the lower limit of the distance-away speed interval, a third difference between the actual relative speed and the lower limit of the distance-away speed interval is calculated, and the ratio of the third difference to the actual time distance is determined, and the ratio of the third difference to the actual time distance is determined as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than or equal to the lower limit of the distance-away speed interval and less than or equal to the first expected relative speed, a preset constant is determined as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than the first expected relative speed, a fourth difference between the actual relative speed and the first expected relative speed is calculated, and the ratio of the fourth difference to the actual time distance is determined, and the ratio of the fourth difference to the actual time distance is determined as the target acceleration of the vehicle.

[0011] In one optional embodiment of this application, the target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the third distance condition is determined by the following method: calculating the second expected relative speed based on the first preset penalty speed, the actual relative distance, and the final expected distance; calculating the fifth difference between the actual relative speed and the second expected relative speed, and determining the ratio of the fifth difference to the actual time distance, and determining the ratio of the fifth difference to the actual time distance as the target acceleration of the vehicle.

[0012] In one optional embodiment of this application, the target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the fourth distance condition is determined by the following method: calculating the third expected relative speed based on the third preset penalty speed, the actual relative distance, and the final expected distance; calculating the sixth difference between the actual relative speed and the third expected relative speed, and determining the ratio of the sixth difference to the actual time distance, and determining the ratio of the sixth difference to the actual time distance as the target acceleration of the vehicle.

[0013] In one optional embodiment of this application, the target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the fifth distance condition is determined by the following method: A fourth expected relative speed is calculated based on the upper limit of the approach speed interval, the fourth preset penalty speed, the actual relative distance, the lower limit of the approach distance interval, and the final expected distance; when the actual relative speed is detected to be less than the fourth expected relative speed, a seventh difference between the actual relative speed and the fourth expected relative speed is calculated, and the ratio of the seventh difference to the actual time distance is determined, which is then used as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than or equal to the fourth expected relative speed and less than or equal to the upper limit of the approach speed interval, a preset constant is determined as the target acceleration of the vehicle; when the actual relative speed is detected to be greater than the upper limit of the approach speed interval, an eighth difference between the actual relative speed and the upper limit of the approach speed interval is calculated, and the ratio of the eighth difference to the actual time distance is determined, which is then used as the target acceleration of the vehicle.

[0014] Secondly, embodiments of this application also provide a vehicle, the vehicle including the autonomous driving vehicle control method described above.

[0015] The autonomous driving vehicle control method and vehicle provided in this application acquire the vehicle's actual speed and actual travel time, the actual relative speed between the vehicle and a target vehicle located in front of it, and the actual relative distance between the vehicle and the target vehicle. Based on the vehicle's actual speed and actual travel time, a basic expected distance is determined. Based on the basic expected distance, a curvature compensation coefficient, and a slope compensation coefficient, a final expected distance is determined. Based on the final expected distance and a preset speed range, a critical value for a preset distance range is determined. The interval conditions corresponding to the actual relative distance are determined, and based on the interval conditions and the critical value of the preset speed range, a desired relative speed is determined. Based on the actual relative speed, the desired relative speed, and the actual travel time, a target acceleration for the vehicle is determined, and the vehicle is controlled to travel at the target acceleration. Through this application, the relative distance between the vehicle and the target vehicle is automatically adjusted according to the target acceleration, improving driving efficiency.

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A flowchart of an autonomous vehicle control method provided in an embodiment of this application;

[0019] Figure 2 This is a flowchart for determining the target acceleration of a vehicle, provided as an embodiment of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0021] First, the applicable scenarios for this application will be introduced. This application can be applied to the field of automotive control technology.

[0022] Research has found that during autonomous driving, vehicles need to dynamically adjust acceleration commands according to different scenarios. Current adaptive cruise control (ACC) systems are mainly based on a fixed following distance, lacking flexibility and adaptability.

[0023] Furthermore, traditional adaptive cruise control (ACC) systems often perform poorly in different scenarios. For example, the following distance setting is too rigid and cannot be dynamically adjusted according to actual road conditions. The acceleration and deceleration control strategies are also limited, resulting in poor passenger comfort.

[0024] Based on this, embodiments of this application provide an autonomous driving vehicle control method and a vehicle, which acquires the vehicle's actual speed and actual time distance, the actual relative speed between the vehicle and a target vehicle located in front of the vehicle, and the actual relative distance between the vehicle and the target vehicle; determines a basic expected distance based on the vehicle's actual speed and actual time distance; determines a final expected distance based on the basic expected distance, curvature compensation coefficient, and slope compensation coefficient; determines a critical value of a preset distance range based on the final expected distance and a preset speed range; determines the range conditions corresponding to the actual relative distance, and determines the expected relative speed based on the range conditions and the critical value of the preset speed range; and determines the target acceleration of the vehicle based on the actual relative speed, the expected relative speed, and the actual time distance, and controls the vehicle to travel at the target acceleration. This application automatically adjusts the relative distance to the target vehicle based on the target acceleration, improving driving efficiency. It dynamically adapts to real-time road conditions and vehicle status, intelligently adjusting acceleration planning to enhance the flexibility and accuracy of cruise control. It can adapt to different driving modes and environments, ensuring stable and reliable cruise control in various situations. By accurately calculating acceleration commands at different relative distances and speeds, it enhances ride comfort. Furthermore, it considers path curvature and gradient, appropriately increasing following distance to effectively prevent rear-end collisions and other safety accidents. It optimizes fuel and electricity economy and traffic efficiency. While ensuring safety, this application maximizes driving efficiency by intelligently reducing unnecessary acceleration and braking, thereby optimizing fuel and electricity economy. Simultaneously, by optimizing cruise strategies, the system also improves traffic efficiency, reducing congestion and waiting time.

[0025] Please see Figure 1 , Figure 1 This is a flowchart illustrating an autonomous vehicle control method provided in an embodiment of this application. Figure 1 As shown in the embodiments of this application, the autonomous vehicle control method includes:

[0026] S101. Obtain the vehicle's actual speed and actual time distance, the actual relative speed between the vehicle and the target vehicle located in front of the vehicle, and the actual relative distance between the vehicle and the target vehicle.

[0027] Vehicles are typically equipped with wheel speed sensors, GPS sensors, and other devices to determine their actual speed.

[0028] For example, vehicle speed can be calculated by measuring the rotational speed of the wheels using wheel speed sensors, or by using GPS sensors to receive satellite signals from the Global Positioning System to calculate the vehicle's speed and position. By combining data from multiple sensors and using filtering and fusion algorithms, the accuracy of vehicle speed calculation can be improved.

[0029] Here, actual time distance refers to the time distance between the current vehicle and the target vehicle, usually defined as the time required for the current vehicle to reach the current position of the vehicle in front. Here, the target vehicle is the vehicle located in front of the current vehicle and the closest to the current vehicle.

[0030] Preferably, radar, lidar (LiDAR), cameras, etc., can be used to detect the position and speed of vehicles ahead. Radar emits radio waves and receives the reflected signals to measure distance and speed. LiDAR calculates distance by emitting laser beams and measuring the reflection time. Cameras can also use image processing technology to identify vehicles ahead and calculate distance and speed through image analysis.

[0031] The difference between the actual speed of a vehicle and the speed of the target vehicle ahead is the actual relative speed.

[0032] Here, sensors such as radar, LiDAR, and cameras can all be used to measure distance. Radar and LiDAR calculate distance by measuring the round-trip time of the signal, while cameras use image processing technology to identify vehicles ahead and calculate distance using the proportional relationships in the image.

[0033] To improve the accuracy and reliability of data, data from different sensors is typically fused. For example, data from GPS and wheel speed sensors can be combined to calculate vehicle speed, while data from radar and cameras can be combined to measure distance and speed. Simultaneously, sensor data is validated and filtered to remove noise and outliers. Algorithms such as Kalman filters are used to smooth the data.

[0034] In autonomous driving systems, these parameters are crucial for achieving safe and efficient autonomous driving. By monitoring and calculating these parameters in real time, autonomous driving systems can make correct decisions, such as maintaining a safe distance and avoiding collisions. For example, adaptive cruise control (ACC) systems need to acquire information such as vehicle speed and relative distance in real time in order to automatically adjust vehicle speed and distance based on the speed and distance of the vehicle in front.

[0035] In summary, obtaining a vehicle's actual speed, actual time distance, actual relative speed, and actual relative distance requires multiple sensors and data processing technologies. Through multi-sensor fusion and algorithms such as verification and filtering, the accuracy and reliability of the data can be improved, providing strong support for applications such as autonomous driving and ADAS.

[0036] S102. Based on the vehicle's actual speed and actual travel time, determine the basic expected distance and expand upon it.

[0037] Here, the actual vehicle speed is the current speed of the vehicle, usually expressed in kilometers per hour (km / h) or miles per hour (mph).

[0038] The actual time distance is the time distance between the vehicle and the target vehicle, that is, the time required for the current vehicle to reach the current position of the vehicle in front, usually in seconds (s).

[0039] Based on factors such as road conditions, traffic conditions, and driver preferences, the actual distance can be divided into different levels. For example, the distance can be divided into three levels: short, medium, and long, each corresponding to different safety distance requirements. These levels may be defined by preset thresholds.

[0040] Based on actual vehicle speed and actual time distance t gap The table yields the basic expected distance d. base Generally, the higher the vehicle speed, the greater the expected distance. Additionally, the actual following distance can be set according to the driver's habits, for example: the following distance t for close following. gap_near =1.2s, following distance t at a medium distance gap_mid = 1.8s, original distance followed by following distance t gap_far =2.4s.

[0041] The basic expected distance is usually determined by multiplying the actual speed by the actual travel time. This formula can be expressed as: Basic expected distance = Actual speed × Actual travel time.

[0042] The product here gives a relative distance based on time and speed, reflecting how much distance a vehicle needs to maintain at the current speed to ensure sufficient time for braking or avoidance in an emergency.

[0043] Adaptive cruise control (ACC) systems need to calculate and adjust the distance to the vehicle ahead in real time to maintain a safe following distance. A baseline desired distance serves as a benchmark for the ACC system's distance adjustments; determining this baseline desired distance is a process that comprehensively considers vehicle speed, travel time, and other relevant factors. Through precise calculation and flexible adjustment, it is possible to ensure that the vehicle maintains a safe and efficient driving state in autonomous driving or ADAS applications.

[0044] S103. Determine the final expected distance based on the basic expected distance, curvature compensation coefficient, and slope compensation coefficient.

[0045] In autonomous driving systems and advanced driver assistance systems (ADAS), determining the final desired distance relies not only on the basic desired distance but also on dynamic environmental factors such as road curvature and gradient. These factors are adjusted using curvature compensation coefficients and gradient compensation coefficients to ensure that the vehicle maintains a safe and comfortable driving distance under various road conditions.

[0046] The curvature compensation coefficient is used to adjust the increased safety distance required due to road curvature. The greater the road curvature, the greater the safety distance required for vehicles to avoid the risk of collision due to sharp turns.

[0047] Curvature compensation coefficients can be calculated from the measured value of road curvature (such as the radius of curvature). Different curvature values ​​correspond to different compensation coefficients, which are usually determined by preset rules or algorithms.

[0048] In this step, the hyperbolic tangent function is used to calculate the curvature compensation coefficient to achieve a smooth transition of the curvature compensation coefficient for different curvatures. The curvature compensation coefficient is determined in the following way:

[0049]

[0050] Among them, C curve (k) is the curvature compensation coefficient of the vehicle, K high Here, α is the high curvature compensation gain value, α is the high curvature threshold smoothing factor, and k is the actual curvature of the vehicle. high K is the higher curvature threshold. low β is the low curvature compensation gain value, β is the low curvature threshold smoothing factor, and k is the low curvature compensation gain value. low This is the low curvature threshold.

[0051] Specifically, the slope compensation coefficient is also calculated using the hyperbolic tangent function with a smooth transition, and is determined by the following formula:

[0052]

[0053] Among them, C slope (θ) is the vehicle's gradient compensation coefficient, K up Here, γ is the uphill compensation gain, γ is the slope smoothing factor, and θ is the actual slope of the vehicle. up K is the uphill threshold. down θ is the downhill compensation gain value. down This is the downhill threshold.

[0054] The slope compensation factor is used to adjust the safety distance that needs to be adjusted due to changes in road slope. When going uphill, vehicles need more power to maintain speed, so the safety distance may need to be increased to cope with potential braking needs; when going downhill, vehicles may accelerate due to gravitational acceleration, so the safety distance also needs to be increased to ensure safety.

[0055] The slope compensation coefficient can be calculated from the actual measured value of the road slope (such as slope percentage or inclination angle). Different slope values ​​correspond to different compensation coefficients, which are also determined by preset rules or algorithms.

[0056] By calculating the product of the curvature compensation coefficient, the slope compensation coefficient, and the expected distance, the safety distance that needs to be adjusted due to road curvature and changes in road slope can be obtained.

[0057] When going uphill, a vehicle needs to overcome gravity, resulting in a relative decrease in power output. This means the vehicle may need a longer distance and time to accelerate or maintain its current speed, especially when heavily loaded or at high altitudes. Therefore, appropriately increasing the following distance provides the driver with sufficient reaction time and braking distance to prevent rear-end collisions caused by insufficient power.

[0058] Here, the gradient compensation scheme calculates the compensation coefficient for uphill driving by monitoring the vehicle's real-time speed and acceleration data, as well as road gradient information. This coefficient dynamically increases the base expected distance to adapt to the power demands when going uphill.

[0059] When going downhill, vehicles are accelerated by gravity, and their speed tends to increase. Although the vehicle's power demand decreases when going downhill, the braking distance increases significantly, especially on wet or uneven surfaces. Therefore, it is necessary to significantly increase the following distance to ensure sufficient time and space for braking in an emergency.

[0060] Similar to the uphill situation, the slope compensation scheme calculates the compensation coefficient for downhill situations based on the road slope, vehicle speed, and acceleration data. This coefficient is larger than that for uphill situations to further increase the basic expected distance and ensure safety when going downhill.

[0061] When driving on flat roads or roads with a slight incline, a vehicle's power output and braking performance are relatively stable, requiring no additional following distance. Maintaining a normal following distance can improve road traffic efficiency while ensuring driving safety.

[0062] The slope compensation scheme monitors road slope information in real time and keeps the compensation coefficient close to 1 (i.e., no additional compensation) when the slope changes little, thereby maintaining the basic expected distance unchanged.

[0063] This smooth-transition slope compensation scheme is widely used in autonomous driving and ADAS functions such as adaptive cruise control (ACC), forward collision warning (FCW), and automatic emergency braking (AEB).

[0064] By dynamically adjusting following distance to adapt to changing road conditions, this solution can significantly improve driving safety, comfort, and road traffic efficiency. At the same time, it can also reduce the risk of traffic accidents caused by driver misjudgment or delayed reaction.

[0065] The final expected distance is determined using the following formula:

[0066] d desired＝d base ×C curve (κ)×C slope (θ)

[0067] Where, d desired For the final expected distance, d base Based on the expected distance, C curve (k) is the curvature compensation coefficient of the vehicle, C slope (θ) is the gradient compensation coefficient for the vehicle.

[0068] S104. Determine the critical value of the preset distance range based on the final expected distance and the preset speed range.

[0069] Here, each preset speed range corresponds to each preset distance range. The preset distance range includes a distance range that moves away from the target distance and a distance range that moves closer to the target distance. The preset speed range includes a speed range that moves away from the target distance and a speed range that moves closer to the target distance. The distance range that moves away from the target distance corresponds to the speed range that moves away from the target distance, and the speed range that moves closer to the target distance corresponds to the speed range that moves closer to the target distance.

[0070] Distance Range and Speed ​​Range: When the actual relative distance between the vehicles is less than the final desired distance, the vehicles are considered to be in the distance range. At this point, the vehicle should take action to increase the distance from the target vehicle, but braking and deceleration are not necessarily required; it is sufficient to ensure that the distance between the two vehicles gradually increases. Correspondingly, the speed range defines the upper and lower limits of the speed range that a vehicle can use in this situation.

[0071] Preferably, the range of values ​​for the distance-away velocity interval corresponding to the distance-away interval is [v openLow v openHigh [], which is the relative speed required to move away from the vehicle in front, for example: [3, 5].

[0072] Approach Distance Range and Approach Speed ​​Range: When the actual relative distance between the vehicles is greater than or equal to the final desired distance, the vehicles are considered to be in the approach distance range. At this time, the vehicle should take measures to close the distance to the target vehicle, but it does not necessarily need to accelerate by pressing the accelerator; it is sufficient to ensure that the distance between the two vehicles gradually decreases to the desired level. The approach speed range specifies the upper limit and lower limit of the approach speed range that the vehicle can use in this situation.

[0073] Preferably, the range of values ​​for the approach speed range corresponding to the approach distance range is [v closeLow v closeHigh [], which is the relative speed required to approach the vehicle in front, for example: [-5, -3].

[0074] Specifically, the critical values ​​of the vehicle's preset distance range are determined in the following way:

[0075] Determine the comparison results between the actual relative distance and the final expected distance;

[0076] Here, the comparison results are determined in the following way:

[0077] Determine whether the actual relative distance is less than the final expected distance;

[0078] If the actual relative distance is less than the final expected distance, the comparison result is determined to be that the distance between the vehicle and the target vehicle is in the far-away distance range; if the actual relative distance is not less than the final expected distance, the comparison result is determined to be that the distance between the vehicle and the target vehicle is in the close-away distance range.

[0079] Based on the comparison results, determine whether the vehicle is in a distant range;

[0080] If the vehicle is in the far-away distance range, the upper limit of the far-away distance range is determined based on the lower limit of the far-away speed range, the first preset penalty speed, and the final expected distance. The lower limit of the far-away distance range is determined based on the upper limit of the far-away distance range, the upper limit of the far-away speed range, the lower limit of the far-away speed range, the second preset penalty speed, and the final expected distance.

[0081] Here, the critical value of the distance interval is determined as follows:

[0082] When a vehicle is in the distance range, we first calculate the upper limit of the distance range based on the lower limit of the distance range, the first preset penalty speed, and the final expected distance. Here, the first preset penalty speed is a speed limit set to prevent the vehicle from increasing the distance from the vehicle in front too quickly.

[0083] In an optional embodiment, all penalty speed settings in this application are intended to impose a certain speed limit when the distance is too far, so as to avoid potential safety hazards caused by excessively fast approach speeds. The value of the penalty speed can be an empirical value or defined according to requirements, which will not be elaborated further below.

[0084] The upper limit of the distance range is calculated using the following formula:

[0085]

[0086] Where, d openUp To be far from the upper limit of the distance interval, v openLow To be far from the lower limit of the speed range, v openLowPunish As the first preset penalty speed, d desired This represents the final expected distance.

[0087] Preferably, v openLowPunishThe penalty speed for increasing the distance between the two vehicles when the threshold is low is, for example, -10m / s. Furthermore, the upper limit of the distance range is calculated using the lower limit of the distance speed range, so the first preset penalty speed corresponds to the low threshold.

[0088] Next, we use the upper limit of the distance range, the upper and lower limits of the speed range, the second preset penalty speed, and the final expected distance to calculate the lower limit of the distance range. The second preset penalty speed is to ensure that vehicles do not slow down too much while increasing the distance, so as not to affect traffic flow.

[0089] The lower limit of the distance interval is calculated using the following formula:

[0090]

[0091] Where, d openLow To be far from the lower limit of the distance interval, d openUp To be far from the upper limit of the distance interval, v openHigh To be far from the upper limit of the speed range, v openLow To be far from the lower limit of the speed range, v openUpPunish For the second preset penalty speed, d desired This represents the final expected distance.

[0092] Preferably, v openUpPunish The penalty speed for increasing the distance between the two vehicles when the threshold is high is, for example, -5m / s. Similarly, the upper limit of the distance range is used to calculate the distance range lower limit, so the second preset penalty speed corresponds to the high threshold.

[0093] If the vehicle is not in the far-away distance range, it means that the vehicle is in the approaching distance range. The lower limit of the approaching distance range is determined based on the upper limit of the approaching speed range, the third preset penalty speed, and the final expected distance. The upper limit of the approaching distance range is determined based on the lower limit of the approaching distance range, the lower limit of the approaching speed range, the upper limit of the approaching speed range, the fourth preset penalty speed, and the final expected distance.

[0094] Here, the determination of the critical value of the proximity interval is as follows:

[0095] When the vehicle is not in the far-away distance range, i.e., in the approaching distance range, we calculate the lower limit of the approaching distance range based on the upper limit of the approaching speed range, the third preset penalty speed, and the final expected distance. The third preset penalty speed is a speed limit set to prevent the vehicle from approaching the vehicle in front too quickly.

[0096] The lower limit of the proximity interval is calculated using the following formula:

[0097]

[0098] Where, d closeLow v is close to the lower limit of the distance interval. closeHigh To approach the upper limit of the speed range, v closeLowPunish For the third preset penalty speed, d desired This represents the final expected distance.

[0099] Preferably, v closeLowPunish The penalty speed for closing the distance between two vehicles when the threshold is low is, for example, -5m / s. Here, the upper limit of the approach speed range is used to calculate the lower limit of the approach distance range. Correspondingly, the third preset penalty speed corresponds to the low threshold.

[0100] Then, we use the lower limit of the approach distance range, the lower and upper limits of the approach speed range, the fourth preset penalty speed, and the final expected distance to calculate the upper limit of the approach distance range. The fourth preset penalty speed is to ensure that vehicles are not overly cautious when closing the distance, so as not to reduce road traffic efficiency.

[0101] The upper limit of the proximity interval is calculated using the following formula:

[0102]

[0103] Where, d closeUp To approximate the upper limit of the distance interval, d closeLow v is close to the lower limit of the distance interval. closeLow To approach the lower limit of the speed range, v closeHigh To approach the upper limit of the speed range, v closeUpPunish For the fourth preset penalty speed, d desired This represents the final expected distance.

[0104] Preferably, v closeUpPunish The penalty speed for closing the distance between two vehicles when the threshold is high is, for example, -5m / s. Here, the upper limit of the approach distance range is calculated using the lower limit of the approach speed range. Correspondingly, the third preset penalty speed corresponds to the low threshold.

[0105] S105. Determine the interval situation corresponding to the actual relative distance, and determine the expected relative speed based on the interval situation and the critical value of the preset speed interval.

[0106] Different intervals correspond to different expected relative velocities.

[0107] Here, the desired relative velocity is calculated based on the actual relative distance, and then the target acceleration can be calculated using the difference between the actual relative velocity and the desired relative velocity, and the actual time distance.

[0108] S106. Based on the actual relative speed, the desired relative speed, and the actual time distance, determine the target acceleration of the vehicle and control the vehicle to travel at the target acceleration.

[0109] Please see Figure 2 , Figure 2 This is a flowchart illustrating the determination of a vehicle's target acceleration, provided as an embodiment of this application. Figure 2 As shown in the embodiments of this application, the autonomous vehicle control method includes:

[0110] Specifically, the target acceleration of the vehicle is determined in the following way:

[0111] S201. Determine the distance between the vehicle and the target vehicle based on the actual relative distance range of the vehicle.

[0112] S202. For each distance condition, determine the expected relative speed of the vehicle at that distance condition, and determine the target acceleration of the vehicle based on the expected relative speed.

[0113] Here, the distance scenarios include the first distance scenario, the second distance scenario, the third distance scenario, the fourth distance scenario, and the fifth distance scenario.

[0114] First, if the actual relative distance between the vehicles is greater than a preset constant but less than the lower limit of the distance range, then the distance between the vehicle and the target vehicle is determined as the first distance situation.

[0115] When 0 < d actual <d openLow That is, in (0, Within this distance range, the two vehicles are relatively close, and measures need to be taken to increase the distance between them to ensure safety. At this time, we further determine the target acceleration based on the actual relative speed of the vehicles. That is, the two vehicles are relatively close and need to increase the distance between them. We further distinguish them based on the actual relative distance.

[0116] The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the first distance condition:

[0117] (1) When the actual relative speed is detected to be less than the lower limit of the speed range, calculate the first difference between the actual relative speed and the lower limit of the speed range, and determine the ratio of the first difference to the actual time distance. The ratio of the first difference to the actual time distance is determined as the target acceleration of the vehicle.

[0118] Here, the actual relative speed is less than the lower limit of the speed range (v). actual <v openLow ).

[0119] When the actual relative speed is less than the lower limit of the speed range, it indicates that the vehicle's speed is relatively slow or not much different from the vehicle in front, requiring deceleration to increase the distance between the two vehicles. At this point, we calculate the first difference between the actual relative speed and the lower limit of the speed range, and determine the ratio of this first difference to the actual time distance as the target acceleration. Here, in order to decelerate the actual relative speed to the lower limit of the speed range within the actual time distance, the vehicle needs to accelerate at a... target The target acceleration is decelerated.

[0120] (2) When the actual relative speed is detected to be greater than or equal to the lower limit of the speed range and less than or equal to the upper limit of the speed range, the preset constant is determined as the target acceleration of the vehicle.

[0121] Here, the actual relative velocity is far from the velocity range (v openLow ≤v actual ≤v openHigh ).

[0122] When the actual relative speed is far from the speed range, it means that the relative speed between the two vehicles is within a safe and efficient range, and no acceleration or deceleration is required. At this time, we can set the target acceleration to 0, indicating that the vehicles can maintain their current speed, with a preset constant of 0.

[0123] (3) When the actual relative speed is detected to be greater than the upper limit of the speed range, calculate the second difference between the actual relative speed and the upper limit of the speed range, and determine the ratio of the second difference to the actual time distance. The ratio of the second difference to the actual time distance is determined as the target acceleration of the vehicle. Here, the actual relative speed of the vehicle is within the speed range, and the vehicle does not need to perform acceleration or deceleration operations. The vehicle in front will naturally increase the distance between itself and the vehicle.

[0124] Here, the actual relative speed is greater than the upper limit of the speed range (v). actual >v openHigh ).

[0125] When the actual relative speed is greater than the upper limit of the speed range, it means that the vehicle in front is much faster. The vehicle needs to accelerate and move towards the desired relative speed range according to the target acceleration. At this time, we calculate the second difference between the actual relative speed and the upper limit of the speed range, and determine the ratio of the second difference to the actual time distance as the target acceleration. The acceleration operation here should be to increase the following efficiency.

[0126] The target acceleration of the vehicle at the first distance is determined by the following formula:

[0127]

[0128] Among them, a target For the target acceleration, vactual v is the actual relative velocity. openHigh To be far from the upper limit of the speed range, v openLow To be far from the lower limit of the speed range, t gap This represents the actual time interval.

[0129] Formula (1-1) assumes that the actual relative speed is relatively small at this time, that is, the speed of this vehicle is about the same as or much faster than the speed of the vehicle in front. This vehicle needs to decelerate so that the actual relative speed converges to the desired relative speed range in order to increase the distance between the two vehicles and ensure safety.

[0130] Formula (1-2), taking 0, means that in [v openLow v openHigh Within the range, the actual relative distance is safe and efficient, requiring no acceleration or deceleration. The vehicle in front will increase the distance between the vehicle and the vehicle in front, causing the actual relative distance to converge towards the distance point.

[0131] Formula (1-3) assumes that the actual relative speed is relatively large, that is, the speed of the vehicle in front is much faster. The vehicle accelerates so that the actual relative speed converges to the desired relative speed range, thereby increasing the following efficiency.

[0132] Second, if the actual relative distance between the vehicles is greater than or equal to the lower limit of the distance range and less than or equal to the upper limit of the distance range, then the distance between the vehicle and the target vehicle is determined as the second distance situation.

[0133] When d is satisfied openLow ≤d actual ≤d openUp That is, in That is, when two vehicles are close together, it is necessary to increase the distance between them. Each actual relative distance corresponds to a desired relative speed. Here, the upper limit of relative speed is recalculated, and the upper limit of relative speed is the first desired relative speed.

[0134] The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the second distance condition:

[0135] The first expected relative speed is calculated based on the lower limit of the distance range, the second preset penalty speed, the actual relative distance, the upper limit of the distance range, and the final expected distance.

[0136] Here, we introduce a dynamically changing upper limit for relative velocity, namely the first expected relative velocity, which is calculated using the following formula:

[0137]

[0138] Among them, v openHighNew Let v be the first desired relative velocity. openLowTo be far from the lower limit of the speed range, v openUpPunish For the second preset penalty speed, d actual d represents the actual relative distance. openUp To be far from the upper limit of the distance interval, d desired This represents the final expected distance.

[0139] Here, v openUpPunish It is a preset penalty speed, used to adjust the degree to which the upper limit of the relative speed decreases when the actual relative distance approaches the upper limit of the distance range. openHighNew The value range is between [3, 5] m / s, according to d actual It adjusts dynamically according to changes.

[0140] (1) When the actual relative speed is detected to be less than the lower limit of the speed range, calculate the third difference between the actual relative speed and the lower limit of the speed range, and determine the ratio of the third difference to the actual time distance. The ratio of the third difference to the actual time distance is determined as the target acceleration of the vehicle.

[0141] Here, the actual relative speed is less than the lower limit of the speed range (v). actual <v openLow ).

[0142] When the actual relative speed is less than the lower limit of the speed range, it indicates that the vehicle's actual relative speed is slow and it needs to accelerate to approach the desired relative speed. At this point, we calculate v. actual With v openLow The third difference between them is used as the ratio of the actual time distance to the target acceleration a. target .

[0143] (2) When the actual relative speed is detected to be greater than or equal to the lower limit of the speed range, and less than or equal to the first expected relative speed, the preset constant is determined as the target acceleration of the vehicle.

[0144] Here, the actual relative speed is greater than or equal to the lower limit of the speed range, while being less than or equal to the first desired relative speed (v). openLow ≤v actual ≤v openHighNew ).

[0145] When the actual relative speed is greater than or equal to the lower limit of the speed range, but less than or equal to the first desired relative speed, it means that the vehicle's actual relative speed is already within the desired relative speed range, and no acceleration or deceleration is required. At this point, we can set the target acceleration 'a'... target Set to 0 to maintain the current speed.

[0146] (3) When the actual relative speed is detected to be greater than the first expected relative speed, calculate the fourth difference between the actual relative speed and the first expected relative speed, and determine the ratio of the fourth difference to the actual time distance. The ratio of the fourth difference to the actual time distance is determined as the target acceleration of the vehicle.

[0147] Here, the actual relative velocity is greater than the first expected relative velocity (v). actual >v openHighNew ).

[0148] When the actual relative speed is greater than the first expected relative speed, it indicates that the vehicle's actual relative speed is too high, and it is necessary to slow down to avoid a collision with the vehicle in front or to maintain a safe distance. At this point, we calculate v. actual With v openHighNew The fourth difference between them, and its relationship with the actual time interval t. gap The ratio of the two values ​​is used as the target acceleration a. target However, it is important to note that the deceleration operation here should follow certain deceleration limits to avoid situations such as sudden braking.

[0149] The target acceleration of the vehicle at the second distance is determined by the following formula:

[0150]

[0151] Among them, a target For the target acceleration, v actual v is the actual relative velocity. openLow To be far from the lower limit of the speed range, v openHighNew Let t be the first desired relative velocity. gap This represents the actual time interval.

[0152] Formula (2-1) assumes that the actual relative speed is relatively large, that is, the speed of the vehicle in front is much faster, and the vehicle accelerates so that the actual relative speed converges to the desired relative speed range, thereby increasing the following efficiency.

[0153] Formula (2-2), taking 0, means that in [v openLow v openHighNew Within the range, the actual relative distance is safe and efficient, requiring no acceleration or deceleration. The vehicle in front will increase the distance between the vehicle and the vehicle in front, causing the actual relative distance to converge towards the distance point.

[0154] Formula (2-3) assumes that the actual relative speed is relatively small at this time, that is, the speed of this vehicle is about the same as or much faster than the speed of the vehicle in front. This vehicle needs to decelerate so that the actual relative speed converges to the desired relative speed range in order to increase the distance between the two vehicles and ensure safety.

[0155] Third, if the actual relative distance between the vehicles is greater than the upper limit of the distance range, but less than or equal to the final expected distance, then the distance between the vehicles and the target vehicles is determined as the third distance case.

[0156] When d is satisfied openUp <d actual ≤d desired That is, in That is, when two vehicles are close together, it is necessary to increase the distance between them. Each actual relative distance corresponds to a desired relative speed.

[0157] The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the third distance scenario:

[0158] Calculate the second expected relative speed based on the first preset penalty speed, the actual relative distance, and the final expected distance;

[0159] The second desired relative speed is the speed at which the distance between two vehicles is gradually increased while maintaining safety. The formula for calculating the second desired relative speed is as follows:

[0160]

[0161] Among them, v openNew For the second desired relative velocity, v openLowPunish As the first preset penalty speed, d actual d represents the actual relative distance. desired This represents the final expected distance.

[0162] Here, the value of the second desired relative velocity also changes dynamically, ranging from [0,3] m / s. In the given formula, v openNew The calculation takes into account the difference between the actual relative distance and the final expected distance, and multiplies it by a coefficient related to the first preset penalty speed (here denoted as v). openLowPunish This indicates that, however, the actual calculation may involve more factors, such as vehicle performance and road conditions.

[0163] Calculate the fifth difference between the actual relative speed and the second desired relative speed, and determine the ratio of the fifth difference to the actual time distance. The ratio of the fifth difference to the actual time distance is determined as the target acceleration of the vehicle.

[0164] Here, the difference between the actual relative speed and the second desired relative speed, i.e., the fifth difference, is calculated. This difference is then divided by the actual time distance to obtain the vehicle's target acceleration. The actual time distance may represent the time required for the two vehicles to maintain the current speed difference, or a safe time interval determined based on factors such as road conditions and traffic conditions.

[0165] The target acceleration of the vehicle at the third distance is determined by the following formula:

[0166] a target =(v actual -v openNew )) / t gap

[0167] Among them, a target For the target acceleration, v actual v is the actual relative velocity. openNew For the second desired relative velocity, t gap This represents the actual time interval.

[0168] Based on the above calculations, the target acceleration of the vehicle is directly obtained. This acceleration will guide the vehicle in adjusting its speed to gradually increase the distance from the target vehicle ahead. When the distance between the vehicle and the target vehicle is in the third distance scenario, the target acceleration of the vehicle can be determined by calculating the second desired relative speed and combining it with the relationship between the actual relative speed and the actual time distance. This process aims to ensure a safe distance between the two vehicles and avoid potential collision risks.

[0169] Fourth, if the actual relative distance between the vehicles is greater than the final expected distance, but less than or equal to the minimum approach distance, then the distance between the vehicle and the target vehicle is determined as the fourth distance scenario.

[0170] When d is satisfied desired <d actual ≤d closeLow That is, in (d) desired , This means that the two vehicles are far apart and need to be brought closer. Each actual relative distance corresponds to a desired relative speed.

[0171] The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the fourth distance scenario:

[0172] Calculate the third expected relative speed based on the third preset penalty speed, the actual relative distance, and the final expected distance;

[0173] The third desired relative velocity refers to a distance between two vehicles that is greater than the desired distance but not too close. In this case, the system needs to calculate a suitable acceleration to safely and efficiently close the distance between the two vehicles. The formula for calculating the third desired relative velocity is as follows:

[0174]

[0175] Among them, v closeNew For the third desired relative velocity, v closeLowPunishFor the third preset penalty speed, d actual d represents the actual relative distance. desired This represents the final expected distance.

[0176] Here, the value of the third expected relative velocity also changes dynamically, ranging from [-3,0] m / s.

[0177] Calculate the sixth difference between the actual relative speed and the third expected relative speed, and determine the ratio of the sixth difference to the actual time distance. The ratio of the sixth difference to the actual time distance is determined as the target acceleration of the vehicle.

[0178] Specifically, after calculating the desired speed, the difference between the actual relative speed and the desired speed is further calculated, and the ratio of this difference to the actual time distance (i.e., the time interval between the two vehicles) is used as the target acceleration of the vehicle. This design ensures that the vehicle approaches the target vehicle with appropriate acceleration while maintaining a safe distance.

[0179] The target acceleration of the vehicle in the fourth distance case is determined by the following formula:

[0180] a target =(v actual -v closeNew ) / t gap

[0181] Among them, a target For the target acceleration, v actual v is the actual relative velocity. closeNew For the third desired relative velocity, t gap This represents the actual time interval.

[0182] Fifth, if the actual relative distance between the vehicles is greater than the minimum approach distance, then the distance between the vehicle and the target vehicle is determined as the fifth distance situation.

[0183] When d is satisfied closeLow <d actual That is, in ( +∞), meaning the two vehicles are too far apart and need to be brought closer. Each actual relative distance corresponds to a desired relative speed. Here, the lower limit of the relative speed v is recalculated. closeLowNew .

[0184] The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the fifth distance scenario:

[0185] The fourth expected relative speed is calculated based on the upper limit of the approach speed range, the fourth preset penalty speed, the actual relative distance, the lower limit of the approach distance range, and the final expected distance.

[0186] Here, we introduce a dynamically changing lower limit for relative velocity, namely the fourth desired relative velocity. The formula for calculating the fourth desired velocity is as follows:

[0187]

[0188] Among them, v closeLowNew For the fourth desired relative velocity, v closeHigh To approach the upper limit of the speed range, v closeUpPunish For the fourth preset penalty speed, d actual d represents the actual relative distance. closeLow To approximate the lower limit of the distance interval, d desired This represents the final expected distance.

[0189] Here, v closeLowNew The fourth expected relative velocity varies dynamically, ranging from (-∞, -3) m / s.

[0190] (1) When the actual relative speed is detected to be less than the fourth expected relative speed, calculate the seventh difference between the actual relative speed and the fourth expected relative speed, and determine the ratio of the seventh difference to the actual time distance. The ratio of the seventh difference to the actual time distance is determined as the target acceleration of the vehicle.

[0191] Here, the actual relative velocity is less than the fourth desired relative velocity (v). actual <v closeLowNew ).

[0192] When the actual relative speed is less than the fourth desired relative speed, the difference between the two is calculated, and the ratio of this difference to the actual time distance (the time interval between the two vehicles) is used as the target acceleration of the vehicle. This ensures that the vehicle does not approach the vehicle in front too quickly, thus maintaining a safe distance.

[0193] (2) When the actual relative speed is detected to be greater than or equal to the fourth expected relative speed, and less than or equal to the upper limit of the speed range, the preset constant is determined as the target acceleration of the vehicle.

[0194] Here, the actual relative speed is greater than or equal to the fourth expected relative speed, while being less than or equal to the upper limit of the speed range (v). closeLowNew ≤v actual ≤v closeHigh ).

[0195] When the actual relative speed is greater than or equal to the fourth desired relative speed, and less than or equal to the upper limit of the speed range, it means that the vehicle's actual relative speed is already within the desired relative speed range, and no acceleration or deceleration is needed. At this point, we can set the target acceleration 'a'... target Set to 0 to maintain the current speed.

[0196] (3) When the actual relative speed is detected to be greater than the upper limit of the approach speed range, calculate the eighth difference between the actual relative speed and the upper limit of the approach speed range, and determine the ratio of the eighth difference to the actual time distance. The ratio of the eighth difference to the actual time distance is determined as the target acceleration of the vehicle.

[0197] Here, the actual relative speed is greater than the upper limit of the near-velocity range (v). actual >v closeHigh ).

[0198] When the actual relative speed is greater than the upper limit of the approach speed range, the difference between the actual relative speed and the upper limit is calculated, and the ratio of this difference to the actual time distance is used as the target acceleration of the vehicle. This ensures that the vehicle approaches the vehicle in front with appropriate acceleration.

[0199] The target acceleration of the vehicle at the fifth distance is determined by the following formula:

[0200]

[0201] Formula (3-1) assumes that the absolute value of the actual relative speed is relatively large at this time (the vehicle in front is higher than the vehicle in front), so the vehicle in front decelerates to make the actual relative speed converge towards the desired relative speed range, while ensuring safety.

[0202] Formula (3-2), taking 0, means that in [v closeLowNew v closeHigh Within this interval, the actual relative distance is safe and efficient, requiring no acceleration or deceleration. The vehicle in front will close the distance to the vehicle ahead, causing the actual relative distance to move towards the distance point d. closeLow convergence;

[0203] Formula (3-3) states that if the absolute value of the actual relative speed is small (the speed of the vehicle in front is about the same) or the actual relative speed is large (the speed of the vehicle in front is high and the speed of the vehicle in front is low), the vehicle in front needs to accelerate to get closer to the vehicle in front, so as to increase the following efficiency and make the actual relative speed converge towards the desired relative speed range.

[0204] The autonomous driving vehicle control method and vehicle provided in this application acquire the vehicle's actual speed and actual time distance, the actual relative speed between the vehicle and a target vehicle located in front of the vehicle, and the actual relative distance between the vehicle and the target vehicle; determine a basic expected distance based on the vehicle's actual speed and actual time distance; determine a final expected distance based on the basic expected distance, curvature compensation coefficient, and slope compensation coefficient; determine a critical value of a preset distance range based on the final expected distance and a preset speed range; determine the range conditions corresponding to the actual relative distance; determine the expected relative speed based on the range conditions and the critical value of the preset speed range; determine the target acceleration of the vehicle based on the actual relative speed, the expected relative speed, and the actual time distance, and control the vehicle to travel at the target acceleration. Through this application, the relative distance between the vehicle and the target vehicle is automatically adjusted according to the target acceleration, improving the adaptability and intelligence of cruise control and increasing driving efficiency.

[0205] Once the target acceleration is determined, the vehicle control system immediately takes action, adjusting engine output power, braking force, and steering angle to ensure the vehicle's actual acceleration matches the target acceleration. This allows the vehicle to follow the target vehicle at optimal speed and distance, maintaining a safe distance while improving driving efficiency.

[0206] This application takes into account road conditions and adaptively adjusts the desired distance to the vehicle in front; it divides the following distance into two intervals, "far away" and "closer", and implements adaptive control based on distance segments; it improves the adaptability and intelligence of cruise control; it enhances ride comfort and safety; and it optimizes fuel / electricity economy and traffic efficiency.

[0207] This invention can dynamically adjust acceleration planning based on real-time road conditions and vehicle status. By taking into account path curvature and slope to appropriately increase following distance, and dividing different relative distances and relative speeds, the calculated acceleration commands are more accurate and can adapt to different driving modes and environments, thereby maximizing driving efficiency while ensuring safety.

[0208] This application also provides a vehicle that includes the autonomous driving vehicle control method described above.

[0209] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0210] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0211] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0212] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0213] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0214] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling an autonomous vehicle, characterized in that, include: Obtain the vehicle's actual speed, the actual time distance between the vehicle and the target vehicle in front of it, the actual relative speed between the vehicle and the target vehicle, and the actual relative distance between the vehicle and the target vehicle. The basic expected distance is determined based on the vehicle's actual speed and actual travel time. The final expected distance is determined based on the aforementioned basic expected distance, curvature compensation coefficient, and slope compensation coefficient. Based on the final expected distance and the preset speed range, the critical value of the preset distance range is determined. Each preset speed range corresponds to each preset distance range. The preset distance range includes a distance range that moves away from the target distance and a distance range that moves towards the target distance. The preset speed range includes a speed range that moves away from the target distance and a speed range that moves towards the target distance. The distance range that moves away from the target distance corresponds to the speed range that moves away from the target distance. The distance range that moves towards the target distance corresponds to the speed range that moves towards the target distance. Determine the interval situation corresponding to the actual relative distance, and determine the expected relative speed based on the interval situation and the critical value of the preset speed interval. Different interval situations correspond to different expected relative speeds. Based on the actual relative speed, the desired relative speed, and the actual time distance, the target acceleration of the vehicle is determined, and the vehicle is controlled to travel at the target acceleration. The critical values ​​of the vehicle's preset distance range are determined using the following method: Determine the comparison result between the actual relative distance and the final expected distance; Based on the comparison results, it is determined whether the vehicle is within the distance range. If the vehicle is in the distance range, then the upper limit of the distance range is determined based on the lower limit of the distance range speed, the first preset penalty speed, and the final expected distance; and the lower limit of the distance range is determined based on the upper limit of the distance range, the upper limit of the distance range speed, the lower limit of the distance range speed, the second preset penalty speed, and the final expected distance. If the vehicle is not in the distance range, then the lower limit of the approach distance range is determined based on the upper limit of the approach speed range, the third preset penalty speed, and the final expected distance. The upper limit of the approach distance range is determined based on the lower limit of the approach distance range, the lower limit of the approach speed range, the upper limit of the approach speed range, the fourth preset penalty speed, and the final expected distance.

2. The method according to claim 1, characterized in that, The target acceleration of the vehicle is determined in the following way: The distance between the vehicle and the target vehicle is determined based on the actual relative distance range of the vehicle. For each distance condition, the desired relative speed of the vehicle at that distance condition is determined, and the target acceleration of the vehicle is determined based on the desired relative speed.

3. The method according to claim 2, characterized in that, The distance scenarios include a first distance scenario, a second distance scenario, a third distance scenario, a fourth distance scenario, and a fifth distance scenario. Determining the distance between the vehicle and the target vehicle based on the distance range of the vehicle's actual relative distance includes: If the actual relative distance between the vehicles is greater than a preset constant but less than the lower limit of the distance range, then the distance between the vehicle and the target vehicle is determined to be the first distance situation. If the actual relative distance between the vehicles is greater than or equal to the lower limit of the distance-away interval and less than or equal to the upper limit of the distance-away interval, then the distance between the vehicles and the target vehicles is determined to be the second distance situation. If the actual relative distance between the vehicles is greater than the upper limit of the distance range, but less than or equal to the final expected distance, then the distance between the vehicles and the target vehicles is determined to be the third distance situation. If the actual relative distance between the vehicles is greater than the final expected distance, but less than or equal to the lower limit of the approach distance range, then the distance between the vehicle and the target vehicle is determined to be the fourth distance case. If the actual relative distance between the vehicles is greater than the lower limit of the approach distance range, then the distance between the vehicle and the target vehicle is determined to be the fifth distance situation.

4. The method according to claim 3, characterized in that, The target acceleration of the vehicle is determined by the following method when the distance between the vehicle and the target vehicle is the first distance condition: When the actual relative speed is detected to be less than the lower limit of the distance from the speed range, a first difference between the actual relative speed and the lower limit of the distance from the speed range is calculated, and the ratio of the first difference to the actual time distance is determined. The ratio of the first difference to the actual time distance is then determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than or equal to the lower limit of the distance speed range and less than or equal to the upper limit of the distance speed range, the preset constant is determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than the upper limit of the distance from the speed range, a second difference between the actual relative speed and the upper limit of the distance from the speed range is calculated, and the ratio of the second difference to the actual time distance is determined. The ratio of the second difference to the actual time distance is then determined as the target acceleration of the vehicle.

5. The method according to claim 3, characterized in that, The target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the second distance condition is determined by the following method: The first expected relative speed is calculated based on the lower limit of the distance range, the second preset penalty speed, the actual relative distance, the upper limit of the distance range, and the final expected distance. When the actual relative speed is detected to be less than the lower limit of the speed range, a third difference between the actual relative speed and the lower limit of the speed range is calculated, and the ratio of the third difference to the actual time distance is determined. The ratio of the third difference to the actual time distance is then determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than or equal to the lower limit of the distance speed range, and less than or equal to the first expected relative speed, the preset constant is determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than the first expected relative speed, a fourth difference between the actual relative speed and the first expected relative speed is calculated, and the ratio of the fourth difference to the actual time distance is determined. The ratio of the fourth difference to the actual time distance is then determined as the target acceleration of the vehicle.

6. The method according to claim 3, characterized in that, The target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the third distance scenario is determined by the following method: Calculate the second expected relative speed based on the first preset penalty speed, the actual relative distance, and the final expected distance; Calculate the fifth difference between the actual relative speed and the second desired relative speed, and determine the ratio of the fifth difference to the actual time distance. Then, determine the ratio of the fifth difference to the actual time distance as the target acceleration of the vehicle.

7. The method according to claim 3, characterized in that, The target acceleration of the vehicle when the distance between the vehicle and the target vehicle is defined as the fourth distance scenario is determined as follows: Calculate the third expected relative speed based on the third preset penalty speed, the actual relative distance, and the final expected distance; Calculate the sixth difference between the actual relative speed and the third expected relative speed, and determine the ratio of the sixth difference to the actual time distance. Then, determine the ratio of the sixth difference to the actual time distance as the target acceleration of the vehicle.

8. The method according to claim 3, characterized in that, The target acceleration of the vehicle when the distance between the vehicle and the target vehicle is the fifth distance condition is determined by the following method: The fourth expected relative speed is calculated based on the upper limit of the approach speed range, the fourth preset penalty speed, the actual relative distance, the lower limit of the approach distance range, and the final expected distance. When the actual relative speed is detected to be less than the fourth expected relative speed, a seventh difference between the actual relative speed and the fourth expected relative speed is calculated, and the ratio of the seventh difference to the actual time distance is determined. The ratio of the seventh difference to the actual time distance is then determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than or equal to the fourth expected relative speed, and less than or equal to the upper limit of the approach speed range, the preset constant is determined as the target acceleration of the vehicle. When the actual relative speed is detected to be greater than the upper limit of the approach speed range, the eighth difference between the actual relative speed and the upper limit of the approach speed range is calculated, and the ratio of the eighth difference to the actual time distance is determined. The ratio of the eighth difference to the actual time distance is then determined as the target acceleration of the vehicle.

9. A vehicle, characterized in that, The vehicle includes the autonomous vehicle control method as described in any one of claims 1-8.

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