Self-adaptive cruise control method and device

Abstract

The invention discloses a self-adaptive cruise control method and device, and relates to the technical field of automobiles, and the self-adaptive cruise control method comprises the following steps: obtaining driving information of a front automobile; judging the driving trend of the front vehicle according to the relationship between the driving information of the front vehicle and a driving information threshold value; the driving state of the vehicle is controlled and adjusted according to the driving trend of the front vehicle, the driving state of the vehicle can be adjusted in time according to different driving trends of the front vehicle, acceleration and deceleration of the vehicle can be controlled in advance, the intelligence of the vehicle is improved, and acceleration and deceleration are conducted in time.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to an adaptive cruise control method and device. Background Art

[0002] During the driving process of adaptive cruise control, when there are multiple lanes and multiple vehicles, the vehicle cannot accurately judge the trend of the target vehicle in front. Braking or accelerating by judging the relative speed of the vehicle to the vehicle in front will lead to untimely acceleration and deceleration, and even safety risks. Summary of the invention

[0003] The present application provides an adaptive cruise control method and device to solve the existing problem of untimely acceleration and deceleration.

[0004] In a first aspect, the present application provides an adaptive cruise control method, comprising the following steps:

[0005] Get driving information of the vehicle ahead;

[0006] Judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold;

[0007] According to the driving trend of the vehicle in front, control and adjust the driving state of the vehicle.

[0008] The present application determines the driving trend of the leading vehicle through the relationship between the driving information of the leading vehicle and the driving information threshold, and controls and adjusts the driving state of the own vehicle according to the driving trend of the leading vehicle. The driving state of the own vehicle can be adjusted in time according to the different driving trends of the leading vehicle, and the acceleration and deceleration of the own vehicle can be controlled in advance, thereby improving its intelligence, accelerating and decelerating in time, and making the adaptive cruise control more humanized.

[0009] It should be noted that the driving information of the preceding vehicle includes the lane line information of the preceding vehicle and the motion information of the preceding vehicle, wherein the lane line information of the preceding vehicle may include the position of the lane in which the preceding vehicle is traveling, such as whether the preceding vehicle is in the own lane or the adjacent lane, and may also include the linear shape of the lane line, such as whether the lane line of the preceding vehicle on the side of the lane where the preceding vehicle is located is a solid line or a dotted line, and generally, a solid line does not allow lane change, while a dotted line allows lane change. When the preceding vehicle is in the adjacent lane and changes lanes toward the own lane, it will affect the driving state of the own vehicle, and when the preceding vehicle is in the adjacent lane and changes lanes toward the adjacent lane, it will also affect the driving state of the own vehicle. The motion information of the preceding vehicle may include the amount of the preceding vehicle's wheel crossing the line, the lateral distance between the preceding vehicle and the own vehicle, the braking information of the preceding vehicle, the steering information of the preceding vehicle, and the time the preceding vehicle maintains its driving state. The driving state of the preceding vehicle can be predicted in advance, the impact of the preceding vehicle on the own vehicle can be predicted in advance, the driving state of the own vehicle can be adjusted in time, and the acceleration and deceleration can be timely adjusted, instead of judging the relative speed of the own vehicle relative to the preceding vehicle and then taking braking or acceleration, thereby improving the accuracy of adaptive cruise control and improving safety at the same time.

[0010] It should be noted that the driving trend is a prediction of the driving status of the vehicle in front. Usually, the driving trends of the vehicle in front that affect the vehicle in front are when the vehicle in front merges into the vehicle's lane, when the vehicle in front merges from the vehicle's lane to the next lane, and when the vehicle in front brakes.

[0011] In some embodiments, controlling and adjusting the driving state of the vehicle according to the driving trend of the preceding vehicle includes:

[0012] If the front vehicle has a driving tendency to merge into the self-lane, the acceleration of the self-vehicle is controlled to be less than or equal to 0;

[0013] If the front vehicle has a driving tendency to merge into the next lane, the acceleration of the vehicle is controlled to be greater than or equal to 0;

[0014] If the vehicle ahead has a tendency to brake, control to reduce the gap between the brake disc and brake pad of the vehicle ahead.

[0015] If the front vehicle has a driving tendency to merge into the self-lane, in order to provide enough space for the front vehicle to merge, the self-vehicle is not suitable to accelerate at this time for safety reasons. Therefore, by controlling the acceleration of the self-vehicle to be less than or equal to 0, that is, not accelerating and driving at the previous speed or decelerating to avoid the front vehicle's entry, safety can be improved, early response can be made, and the anthropomorphism of adaptive cruise control can be improved. If the front vehicle has a driving tendency to merge into the next lane, it means that the front vehicle is about to release the driving space. At this time, for the self-vehicle, there is more safe driving distance, and it can accelerate or not decelerate, and react in advance to improve the anthropomorphism of adaptive cruise control. If the front vehicle has a driving tendency to brake, it means that there is a fault ahead that needs to be avoided, or there is a traffic jam, and the speed needs to be controlled. At this time, although the self-vehicle does not need to decelerate immediately, there is also a need to decelerate ahead. The self-vehicle can be prepared for deceleration. By reducing the gap between the brake disc and the brake pad of the self-vehicle, the time required for subsequent pressure build-up can be shortened, the deceleration reaction time can be reduced, the deceleration control can be advanced, and the deceleration can be accurately controlled.

[0016] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0017] If the front vehicle is in the next lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a first crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a first distance threshold, and the duration is greater than or equal to a first time threshold, then it is judged that the front vehicle has a driving tendency to merge into the own lane.

[0018] The front vehicle is in the adjacent lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheel crossing the line is greater than or equal to the first crossing amount threshold, the lateral distance between the front vehicle and the self-vehicle is less than or equal to the first distance threshold, and the duration is greater than or equal to the first time threshold, indicating that the front vehicle has a strong tendency to change lanes to the self-vehicle lane, and lane change is allowed under the dotted line. Therefore, the front vehicle is predicted to change lanes to the self-vehicle lane in advance, and the self-vehicle can be slowed down in advance. Usually, the first crossing amount threshold can be 0.1-0.3m, which is the width of the front wheel crossing the line of the front vehicle approaching the self-vehicle lane. The first distance threshold can be 0.95-1.05m, which is the distance between the body of the front vehicle near the self-vehicle side and the body of the self-vehicle near the front vehicle side. The first time threshold can be 0.15-0.3s, that is, the continuous crossing time meets 0.15-0.3s, and the lateral distance between the front vehicle and the self-vehicle is less than or equal to the first distance threshold and the duration meets 0.15-0.3s, and it is judged that the front vehicle has a tendency to change lanes.

[0019] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0020] If the front vehicle is in the next lane, the lane line ahead is a solid line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a second crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a second distance threshold, and the duration is greater than or equal to a second time threshold, then it is determined that the front vehicle has a driving tendency to merge into the own lane.

[0021] The front vehicle is in the next lane, and the lane line ahead is a solid line. In theory, it cannot merge into the self-lane. However, in some special cases, such as when there is an obstacle in front of the front vehicle and emergency avoidance is required, there is also a scenario where the front vehicle changes lanes from the next lane to the self-lane with a solid line. Therefore, according to the fact that the amount of the front vehicle's wheel crossing the line is greater than or equal to the second crossing amount threshold, the lateral distance between the front vehicle and the self-lane is less than or equal to the second distance threshold, and the duration is greater than or equal to the second time threshold, it can be judged that the front vehicle has a tendency to change lanes to the self-lane, and the self-lane is slowed down in advance. Usually, the second crossing amount threshold can be 0.05-0.15m, which is the width of the front wheel crossing line of the front vehicle approaching the self-lane. The second distance threshold can be 0.85-0.95m, which is the distance between the body of the front vehicle close to the self-lane and the body of the self-lane close to the front vehicle. The second time threshold may be 0.15 to 0.3 s, that is, if the continuous crossing time meets 0.15 to 0.3 s, and the lateral distance between the leading vehicle and the vehicle is less than or equal to the second distance threshold and the duration meets 0.15 to 0.3 s, it is judged that the leading vehicle has a tendency to change lanes.

[0022] Usually, when the front vehicle is located in the adjacent lane and the lane line is a solid line, the front vehicle theoretically has a weaker lane-changing tendency than when the lane line is a dotted line. However, when its driving parameters have the characteristics of lane changing, vigilance needs to be increased. Therefore, usually the second crossing threshold is smaller than the first crossing threshold, the second distance threshold is smaller than the first distance threshold, and the first time threshold may be the same as or different from the second time threshold. At this time, the accuracy of the prediction can be improved and the vehicle can be controlled to respond in time.

[0023] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0024] If the front vehicle is in the adjacent lane and the duration of the turning information toward the own lane is greater than or equal to the third time threshold, it is determined that the front vehicle has a driving tendency to merge into the own lane.

[0025] If the front vehicle is in the adjacent lane and the duration of the information of turning to the self-lane is greater than or equal to the third time threshold, it means that the front vehicle has released a signal that it needs to change lanes to the self-lane, and the speed of the front vehicle may not change at this time. By judging the lane change information of the front vehicle through the turning information of the front vehicle, the lane change trend of the front vehicle can be predicted in advance, making the adaptive cruise control more humanized and simulating the judgment of real people, which can improve the accuracy of the adaptive cruise control. Usually, the third time threshold can be 0.5 to 2 seconds.

[0026] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0027] If the braking duration of the preceding vehicle is greater than or equal to the fourth time threshold, it is determined that the preceding vehicle has a driving tendency to brake.

[0028] If the braking duration of the front vehicle is greater than or equal to the fourth time threshold, no matter the front vehicle is in the next lane or in the own lane, it means that the front needs to slow down. When the front vehicle and the own vehicle are still within a safe distance, although the own vehicle does not need to slow down immediately, there is also a need to slow down in front. At this time, by reducing the gap between the brake disc and the brake pad of the own vehicle, the time required for subsequent pressure build-up can be shortened, the deceleration reaction time can be reduced, the deceleration control can be advanced, and the deceleration can be accurately controlled. The gap between the brake disc and the brake pad of the own vehicle can be reduced by requesting a smaller brake hydraulic pressure. Usually, the fourth time threshold can be 0.5 to 2 seconds.

[0029] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0030] If the front vehicle is in the own lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to the third crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the first ratio threshold, and the duration is greater than or equal to the fifth time threshold, then it is judged that the front vehicle has a driving tendency to merge into the next lane.

[0031] The front vehicle is in the self-lane, the lane line ahead is a dotted line, the amount of the front vehicle wheel crossing the line is greater than or equal to the third crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle body and the self-vehicle body to the width of the self-vehicle body is less than or equal to the first ratio threshold, and the duration is greater than or equal to the fifth time threshold, indicating that the front vehicle has a tendency to change lanes from the self-lane to the next lane. At this time, the front vehicle will no longer be an obstacle to the self-vehicle after a certain moment. Controlling the self-vehicle to accelerate or not decelerate can achieve precise control of the self-vehicle speed. Usually, the third crossing amount threshold can be 0.1 to 0.3m. The fifth time threshold can be 0.15 to 0.3s. That is, the front vehicle continues to cross the line for 0.15 to 0.3s, and the crossing amount is 0.1 to 0.3m, and it is judged that the front vehicle has a tendency to change lanes. The third crossing amount is the width of the front wheel exceeding the lane line of the self-lane and changing into the next lane. The ratio of the width of the overlapping area between the front vehicle and the own vehicle's body to the width of the own vehicle's body usually reflects the degree to which the front vehicle deviates from its own lane. The smaller the ratio of the width of the overlapping area between the front vehicle and the own vehicle's body to the width of the own vehicle's body, the higher the degree of deviation of the front vehicle from its own lane, and vice versa. Usually, the first ratio threshold is 0.6 to 0.8.

[0032] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0033] If the front vehicle is in the own lane, the lane line ahead is a solid line, the amount of crossing the line by the front vehicle's wheels is greater than or equal to the fourth crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the second ratio threshold, and the duration is greater than or equal to the sixth time threshold, then it is judged that the front vehicle has a driving tendency to merge into the next lane.

[0034] The front vehicle is in the self-lane, and the lane line ahead is a solid line. In theory, it cannot change lanes. However, on some roads, there are indeed situations where the solid line changes lanes. Therefore, according to the fact that the amount of the front vehicle's wheel crossing the line is greater than or equal to the fourth crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle body and the self-vehicle body to the width of the self-vehicle body is less than or equal to the second ratio threshold, and the duration is greater than or equal to the sixth time threshold, it can be judged that the front vehicle has a tendency to change lanes. At this time, the front vehicle will no longer become an obstacle to the self-vehicle after a certain moment. Controlling the self-vehicle to accelerate or not decelerate can achieve precise control of the self-vehicle speed. Usually, the fourth crossing amount threshold is 0.05~0.15m, which is the width of the front wheel exceeding the lane line of the self-lane and entering the next lane. The sixth time threshold can be 0.15~0.3s, that is, the continuous crossing time meets 0.15~0.3s, and the crossing amount meets 0.05~0.15m, and it is judged that the front vehicle has a tendency to change lanes. Usually, the first ratio threshold is 0.7~0.85.

[0035] Usually, when the front vehicle is in the ego lane and the lane line is a solid line, theoretically the front vehicle has a weaker lane changing tendency than when the lane line is a dotted line. However, when its driving parameters have the characteristics of lane changing, vigilance is required. Therefore, usually the sixth crossing threshold is smaller than the fifth crossing threshold, and the fifth time threshold may be the same as or different from the sixth time threshold. At this time, the accuracy of the prediction can be improved and the ego vehicle can be controlled to respond in time.

[0036] In some embodiments, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises:

[0037] If the front vehicle is in the own lane and the duration of the information of turning to the adjacent lane is greater than or equal to the seventh time threshold, it is determined that the front vehicle has a driving tendency to merge into the adjacent lane.

[0038] The vehicle in front is in the own lane, and the duration of the information of turning to the next lane is greater than or equal to the seventh time threshold. The turning information is usually the duration of the turn signal, indicating that the vehicle in front has released a signal that it needs to change lanes to the next lane. At this time, the speed of the vehicle in front may not change. By judging the lane change information of the vehicle in front through the turning information of the vehicle in front, the lane change trend of the vehicle in front can be predicted in advance, and the vehicle can accelerate in advance, making the adaptive cruise control more humanized and simulating the judgment of real people, which can improve the accuracy of the adaptive cruise control. Usually, the seventh time threshold can be 0.5 to 2 seconds.

[0039] In a second aspect, the present application provides an adaptive cruise control device, comprising:

[0040] An acquisition unit, used for acquiring driving information of a preceding vehicle;

[0041] an execution unit, configured to determine a driving trend of the preceding vehicle according to a relationship between the driving information of the preceding vehicle and a driving information threshold; and

[0042] The control unit is used to control and adjust the driving state of the vehicle according to the driving trend of the vehicle in front.

[0043] The driving trend of the vehicle in front is judged by the relationship between the driving information of the vehicle in front and the driving information threshold. The driving state of the own vehicle is controlled and adjusted according to the driving trend of the vehicle in front. The driving state of the own vehicle can be adjusted in time according to the different driving trends of the vehicle in front. The acceleration and deceleration of the own vehicle can be controlled in advance, thereby improving its intelligence and accelerating and decelerating in time, making the adaptive cruise control more humanized. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0045] Figure 1 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0046] Figure 2 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0047] Figure 3 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0048] Figure 4 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0049] Figure 5 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0050] Figure 6 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0051] Figure 7 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0052] Figure 8 Flow chart of an adaptive cruise control method according to an embodiment of the present application.

[0053] Fig. 9 FIG. 1 is a schematic diagram of an adaptive cruise control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the present application clearer, the technical solution of the present application will be clearly and completely described below in combination with the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0055] During the driving process of adaptive cruise control, when there are multiple lanes and multiple vehicles, the vehicle cannot accurately judge the trend of the target vehicle in front. Braking or accelerating by judging the relative speed of the vehicle to the vehicle in front will lead to untimely acceleration and deceleration, and even safety risks.

[0056] For example, a braking control method, device, equipment and medium of an adaptive cruise control system, discloses a braking control method, device, equipment and medium of an adaptive cruise control system, and relates to the field of automatic driving technology, including: obtaining the current relative speed of the vehicle relative to the preceding vehicle, and determining the target distance for controlling the relative speed to meet the preset conditions based on the current distance between the vehicle and the preceding vehicle and the corresponding safe interval distance; determining the first acceleration based on the relative speed and the target distance, and determining the second acceleration based on the first acceleration and the current acceleration of the preceding vehicle; determining the actual deceleration distance of the vehicle based on the relative speed and the second acceleration, and judging whether the target distance needs to be amplified according to the first ratio result of the actual deceleration distance and the current distance; if so, controlling the deceleration of the vehicle based on the target acceleration determined by the amplified target distance and the relative speed. The present application can achieve a balance between safety and comfort when the adaptive cruise control system performs braking control. It judges the acceleration based on the speed difference, and the judgment of the surrounding road information is not comprehensive enough, and there is a certain amount of missed vehicles; and the trend of the preceding vehicle is not considered. If the relative speed is misjudged, the emergency brake will reduce the comfort.

[0057] In view of this, the present application provides an adaptive cruise control method and device to solve the existing problem of untimely acceleration and deceleration.

[0058] First, as Figure 1 As shown, the present application provides an adaptive cruise control method, comprising the following steps:

[0059] S100, obtaining driving information of the preceding vehicle;

[0060] S200, judging a driving trend of the preceding vehicle according to a relationship between the driving information of the preceding vehicle and a driving information threshold;

[0061] S300: Control and adjust the driving state of the own vehicle according to the driving trend of the preceding vehicle.

[0062] The present application determines the driving trend of the leading vehicle through the relationship between the driving information of the leading vehicle and the driving information threshold, and controls and adjusts the driving state of the own vehicle according to the driving trend of the leading vehicle. The driving state of the own vehicle can be adjusted in time according to the different driving trends of the leading vehicle, and the acceleration and deceleration of the own vehicle can be controlled in advance, thereby improving its intelligence, accelerating and decelerating in time, and making the adaptive cruise control more humanized.

[0063] It should be noted that the driving information of the preceding vehicle includes the lane line information of the preceding vehicle and the motion information of the preceding vehicle, wherein the lane line information of the preceding vehicle may include the position of the lane in which the preceding vehicle is traveling, such as whether the preceding vehicle is in the own lane or the adjacent lane, and may also include the linear shape of the lane line, such as whether the lane line of the preceding vehicle on the side of the lane where the preceding vehicle is located is a solid line or a dotted line, and generally, a solid line does not allow lane change, while a dotted line allows lane change. When the preceding vehicle is in the adjacent lane and changes lanes toward the own lane, it will affect the driving state of the own vehicle, and when the preceding vehicle is in the adjacent lane and changes lanes toward the adjacent lane, it will also affect the driving state of the own vehicle. The motion information of the preceding vehicle may include the amount of the preceding vehicle's wheel crossing the line, the lateral distance between the preceding vehicle and the own vehicle, the braking information of the preceding vehicle, the steering information of the preceding vehicle, and the time the preceding vehicle maintains its driving state. The driving state of the preceding vehicle can be predicted in advance, the impact of the preceding vehicle on the own vehicle can be predicted in advance, the driving state of the own vehicle can be adjusted in time, and the acceleration and deceleration can be timely adjusted, instead of judging the relative speed of the own vehicle relative to the preceding vehicle and then taking braking or acceleration, thereby improving the accuracy of adaptive cruise control and improving safety at the same time.

[0064] It should be noted that the driving trend is a prediction of the driving status of the vehicle in front. Usually, the driving trends of the vehicle in front that affect the vehicle in front are when the vehicle in front merges into the vehicle's lane, when the vehicle in front merges from the vehicle's lane to the next lane, and when the vehicle in front brakes.

[0065] In combination with the first aspect, in some embodiments provided in the present application, controlling and adjusting the driving state of the vehicle according to the driving trend of the preceding vehicle includes:

[0066] If the front vehicle has a driving tendency to merge into the self-lane, the acceleration of the self-vehicle is controlled to be less than or equal to 0;

[0067] If the front vehicle has a driving tendency to merge into the next lane, the acceleration of the vehicle is controlled to be greater than or equal to 0;

[0068] If the vehicle ahead has a tendency to brake, control to reduce the gap between the brake disc and brake pad of the vehicle ahead.

[0069] If the front vehicle has a driving tendency to merge into the self-lane, in order to provide enough space for the front vehicle to merge, the self-vehicle is not suitable to accelerate at this time for safety reasons. Therefore, by controlling the acceleration of the self-vehicle to be less than or equal to 0, that is, not accelerating and driving at the previous speed or decelerating to avoid the front vehicle's entry, safety can be improved, early response can be made, and the anthropomorphism of adaptive cruise control can be improved. If the front vehicle has a driving tendency to merge into the next lane, it means that the front vehicle is about to release the driving space. At this time, for the self-vehicle, there is more safe driving distance, and it can accelerate or not decelerate, and react in advance to improve the anthropomorphism of adaptive cruise control. If the front vehicle has a driving tendency to brake, it means that there is a fault ahead that needs to be avoided, or there is a traffic jam, and the speed needs to be controlled. At this time, although the self-vehicle does not need to decelerate immediately, there is also a need to decelerate ahead. The self-vehicle can be prepared for deceleration. By reducing the gap between the brake disc and the brake pad of the self-vehicle, the time required for subsequent pressure build-up can be shortened, the deceleration reaction time can be reduced, the deceleration control can be advanced, and the deceleration can be accurately controlled.

[0070] Combined with the first aspect, Figure 2 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0071] S201. If the front vehicle is in the adjacent lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a first crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a first distance threshold, and the duration is greater than or equal to a first time threshold, then it is determined that the front vehicle has a driving tendency to merge into the own lane.

[0072] The front vehicle is in the adjacent lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheel crossing the line is greater than or equal to the first crossing amount threshold, the lateral distance between the front vehicle and the self-vehicle is less than or equal to the first distance threshold, and the duration is greater than or equal to the first time threshold, indicating that the front vehicle has a strong tendency to change lanes to the self-vehicle lane, and lane change is allowed under the dotted line. Therefore, the front vehicle is predicted to change lanes to the self-vehicle lane in advance, and the self-vehicle can be slowed down in advance. Usually, the first crossing amount threshold can be 0.1-0.3m, which is the width of the front wheel crossing the line of the front vehicle approaching the self-vehicle lane. The first distance threshold can be 0.95-1.05m, which is the distance between the body of the front vehicle near the self-vehicle side and the body of the self-vehicle near the front vehicle side. The first time threshold can be 0.15-0.3s, that is, the continuous crossing time meets 0.15-0.3s, and the lateral distance between the front vehicle and the self-vehicle is less than or equal to the first distance threshold and the duration meets 0.15-0.3s, and it is judged that the front vehicle has a tendency to change lanes.

[0073] Combined with the first aspect, Figure 3As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0074] S202: If the front vehicle is in the adjacent lane, the lane line ahead is a solid line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a second crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a second distance threshold, and the duration is greater than or equal to a second time threshold, then it is determined that the front vehicle has a driving tendency to merge into the own lane.

[0075] The front vehicle is in the next lane, and the lane line ahead is a solid line. In theory, it cannot merge into the self-lane. However, in some special cases, such as when there is an obstacle in front of the front vehicle and emergency avoidance is required, there is also a scenario where the front vehicle changes lanes from the next lane to the self-lane with a solid line. Therefore, according to the fact that the amount of the front vehicle's wheel crossing the line is greater than or equal to the second crossing amount threshold, the lateral distance between the front vehicle and the self-lane is less than or equal to the second distance threshold, and the duration is greater than or equal to the second time threshold, it can be judged that the front vehicle has a tendency to change lanes to the self-lane, and the self-lane is slowed down in advance. Usually, the second crossing amount threshold can be 0.05-0.15m, which is the width of the front wheel crossing line of the front vehicle approaching the self-lane. The second distance threshold can be 0.85-0.95m, which is the distance between the body of the front vehicle close to the self-lane and the body of the self-lane close to the front vehicle. The second time threshold may be 0.15 to 0.3 s, that is, if the continuous crossing time meets 0.15 to 0.3 s, and the lateral distance between the leading vehicle and the vehicle is less than or equal to the second distance threshold and the duration meets 0.15 to 0.3 s, it is judged that the leading vehicle has a tendency to change lanes.

[0076] Usually, when the front vehicle is located in the adjacent lane and the lane line is a solid line, the front vehicle theoretically has a weaker lane-changing tendency than when the lane line is a dotted line. However, when its driving parameters have the characteristics of lane changing, vigilance needs to be increased. Therefore, usually the second crossing threshold is smaller than the first crossing threshold, the second distance threshold is smaller than the first distance threshold, and the first time threshold may be the same as or different from the second time threshold. At this time, the accuracy of the prediction can be improved and the vehicle can be controlled to respond in time.

[0077] Combined with the first aspect, Figure 4 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0078] S203: If the front vehicle is in the adjacent lane and the duration of the turning information toward the own lane is greater than or equal to the third time threshold, it is determined that the front vehicle has a driving tendency to merge into the own lane.

[0079] If the front vehicle is in the adjacent lane and the duration of the information of turning to the self-lane is greater than or equal to the third time threshold, it means that the front vehicle has released a signal that it needs to change lanes to the self-lane, and the speed of the front vehicle may not change at this time. By judging the lane change information of the front vehicle through the turning information of the front vehicle, the lane change trend of the front vehicle can be predicted in advance, making the adaptive cruise control more humanized and simulating the judgment of real people, which can improve the accuracy of the adaptive cruise control. Usually, the third time threshold can be 0.5 to 2 seconds.

[0080] Combined with the first aspect, Figure 5 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0081] S204: If the braking duration of the preceding vehicle is greater than or equal to the fourth time threshold, it is determined that the preceding vehicle has a driving tendency to brake.

[0082] If the braking duration of the preceding vehicle is greater than or equal to the fourth time threshold, no matter the preceding vehicle is in the next lane or in the own lane, it indicates that the vehicle ahead needs to slow down. When the preceding vehicle and the own vehicle are still within a safe distance, although the own vehicle does not need to slow down immediately, there is also a need to slow down in front. At this time, by reducing the gap between the brake disc and the brake pad of the own vehicle, the time required for subsequent pressure build-up can be shortened, the deceleration reaction time can be reduced, the deceleration control can be advanced, and the deceleration can be accurately controlled. The gap between the brake disc and the brake pad of the own vehicle can be reduced by requesting a smaller brake hydraulic pressure. Usually the fourth time threshold can be 0.5 to 2 seconds.

[0083] Combined with the first aspect, Figure 6 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0084] S205. If the front vehicle is in the own lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to the third crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the first ratio threshold, and the duration is greater than or equal to the fifth time threshold, then it is determined that the front vehicle has a driving tendency to merge into the next lane.

[0085] The front vehicle is in the self-lane, the lane line ahead is a dotted line, the amount of the front vehicle wheel crossing the line is greater than or equal to the third crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle body and the self-vehicle body to the width of the self-vehicle body is less than or equal to the first ratio threshold, and the duration is greater than or equal to the fifth time threshold, indicating that the front vehicle has a tendency to change lanes from the self-lane to the next lane. At this time, the front vehicle will no longer be an obstacle to the self-vehicle after a certain moment. Controlling the self-vehicle to accelerate or not decelerate can achieve precise control of the self-vehicle speed. Usually, the third crossing amount threshold can be 0.1 to 0.3m. The fifth time threshold can be 0.15 to 0.3s. That is, the front vehicle continues to cross the line for 0.15 to 0.3s, and the crossing amount is 0.1 to 0.3m, and it is judged that the front vehicle has a tendency to change lanes. The third crossing amount is the width of the front wheel exceeding the lane line of the self-lane and changing into the next lane. The ratio of the width of the overlapping area between the front vehicle and the own vehicle's body to the width of the own vehicle's body usually reflects the degree to which the front vehicle deviates from its own lane. The smaller the ratio of the width of the overlapping area between the front vehicle and the own vehicle's body to the width of the own vehicle's body, the higher the degree of deviation of the front vehicle from its own lane, and vice versa. Usually, the first ratio threshold is 0.6 to 0.8.

[0086] Combined with the first aspect, Figure 7 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0087] S206. If the front vehicle is in the own lane, the lane line ahead is a solid line, the amount of the front vehicle's wheels crossing the line is greater than or equal to the fourth crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the second ratio threshold, and the duration is greater than or equal to the sixth time threshold, then it is determined that the front vehicle has a driving tendency to merge into the adjacent lane.

[0088] The front vehicle is in the self-lane, and the lane line ahead is a solid line. In theory, it cannot change lanes. However, on some roads, there are indeed situations where the solid line changes lanes. Therefore, according to the fact that the amount of the front vehicle's wheel crossing the line is greater than or equal to the fourth crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle body and the self-vehicle body to the width of the self-vehicle body is less than or equal to the second ratio threshold, and the duration is greater than or equal to the sixth time threshold, it can be judged that the front vehicle has a tendency to change lanes. At this time, the front vehicle will no longer become an obstacle to the self-vehicle after a certain moment. Controlling the self-vehicle to accelerate or not decelerate can achieve precise control of the self-vehicle speed. Usually, the fourth crossing amount threshold is 0.05~0.15m, which is the width of the front wheel exceeding the lane line of the self-lane and entering the next lane. The sixth time threshold can be 0.15~0.3s, that is, the continuous crossing time meets 0.15~0.3s, and the crossing amount meets 0.05~0.15m, and it is judged that the front vehicle has a tendency to change lanes. Usually, the first ratio threshold is 0.7~0.85.

[0089] Usually, when the front vehicle is in the ego lane and the lane line is a solid line, theoretically the front vehicle has a weaker lane changing tendency than when the lane line is a dotted line. However, when its driving parameters have the characteristics of lane changing, vigilance is required. Therefore, usually the sixth crossing threshold is smaller than the fifth crossing threshold, and the fifth time threshold may be the same as or different from the sixth time threshold. At this time, the accuracy of the prediction can be improved and the ego vehicle can be controlled to respond in time.

[0090] Combined with the first aspect, Figure 8 As shown, in some embodiments provided in the present application, judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold includes:

[0091] S207: If the front vehicle is in the own lane and the duration of the information of turning to the adjacent lane is greater than or equal to the seventh time threshold, it is determined that the front vehicle has a driving tendency to merge into the adjacent lane.

[0092] The vehicle in front is in the own lane, and the duration of the information of turning to the next lane is greater than or equal to the seventh time threshold. The turning information is usually the duration of the turn signal, indicating that the vehicle in front has released a signal that it needs to change lanes to the next lane. At this time, the speed of the vehicle in front may not change. By judging the lane change information of the vehicle in front through the turning information of the vehicle in front, the lane change trend of the vehicle in front can be predicted in advance, and the vehicle can accelerate in advance, making the adaptive cruise control more humanized and simulating the judgment of real people, which can improve the accuracy of the adaptive cruise control. Usually, the seventh time threshold can be 0.5 to 2 seconds.

[0093] Second, as Fig. 9 As shown, the present application provides an adaptive cruise control device, comprising:

[0094] An acquisition unit, used for acquiring driving information of a preceding vehicle;

[0095] an execution unit, configured to determine a driving trend of the preceding vehicle according to a relationship between the driving information of the preceding vehicle and a driving information threshold; and

[0096] The control unit is used to control and adjust the driving state of the vehicle according to the driving trend of the vehicle in front.

[0097] The driving trend of the vehicle in front is judged by the relationship between the driving information of the vehicle in front and the driving information threshold. The driving state of the own vehicle is controlled and adjusted according to the driving trend of the vehicle in front. The driving state of the own vehicle can be adjusted in time according to the different driving trends of the vehicle in front. The acceleration and deceleration of the own vehicle can be controlled in advance, thereby improving its intelligence and accelerating and decelerating in time, making the adaptive cruise control more humanized.

[0098] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, device, product or equipment that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or equipment. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0099] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0100] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0101] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0102] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary hardware platform, and of course, by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0103] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. An adaptive cruise control method, characterized in that: The following steps are involved: Get driving information of the vehicle ahead; Judging the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold; According to the driving trend of the vehicle in front, control and adjust the driving state of the vehicle.

2. The adaptive cruise control method according to claim 1, characterized in that: The controlling and adjusting the driving state of the vehicle according to the driving trend of the preceding vehicle includes: If the front vehicle has a driving tendency to merge into the self-lane, the acceleration of the self-vehicle is controlled to be less than or equal to 0; If the front vehicle has a driving tendency to merge into the next lane, the acceleration of the vehicle is controlled to be greater than or equal to 0; If the vehicle ahead has a tendency to brake, control to reduce the gap between the brake disc and brake pad of the vehicle ahead.

3. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the front vehicle is in the next lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a first crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a first distance threshold, and the duration is greater than or equal to a first time threshold, then it is judged that the front vehicle has a driving tendency to merge into the own lane.

4. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the front vehicle is in the next lane, the lane line ahead is a solid line, the amount of the front vehicle's wheels crossing the line is greater than or equal to a second crossing amount threshold, the lateral distance between the front vehicle and the own vehicle is less than or equal to a second distance threshold, and the duration is greater than or equal to a second time threshold, then it is determined that the front vehicle has a driving tendency to merge into the own lane.

5. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the leading vehicle is in the adjacent lane and the duration of the turning information toward the own lane is greater than or equal to the third time threshold, it is determined that the leading vehicle has a driving tendency to merge into the own lane.

6. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the braking duration of the preceding vehicle is greater than or equal to the fourth time threshold, it is determined that the preceding vehicle has a driving tendency to brake.

7. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the front vehicle is in the own lane, the lane line ahead is a dotted line, the amount of the front vehicle's wheels crossing the line is greater than or equal to the third crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the first ratio threshold, and the duration is greater than or equal to the fifth time threshold, then it is judged that the front vehicle has a driving tendency to merge into the next lane.

8. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the front vehicle is in the own lane, the lane line ahead is a solid line, the amount of crossing the line by the front vehicle's wheels is greater than or equal to the fourth crossing amount threshold, the ratio of the width of the overlapping area between the front vehicle's body and the own vehicle's body to the width of the own vehicle's body is less than or equal to the second ratio threshold, and the duration is greater than or equal to the sixth time threshold, then it is judged that the front vehicle has a driving tendency to merge into the next lane.

9. The adaptive cruise control method according to claim 1, characterized in that: The determining of the driving trend of the preceding vehicle according to the relationship between the driving information of the preceding vehicle and the driving information threshold comprises: If the front vehicle is in the own lane and the duration of the information of turning to the adjacent lane is greater than or equal to the seventh time threshold, it is determined that the front vehicle has a driving tendency to merge into the adjacent lane.

10. An adaptive cruise control device, characterized in that: include: An acquisition unit, used for acquiring driving information of a preceding vehicle; an execution unit, for determining a driving trend of the preceding vehicle according to a relationship between the driving information of the preceding vehicle and a driving information threshold; as well as The control unit is used to control and adjust the driving state of the vehicle according to the driving trend of the vehicle in front.

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