Intelligent driving control method and system

Abstract

The invention provides an intelligent driving control method and system. The method comprises the steps of obtaining a forward dynamic safety distance and a backward dynamic safety distance corresponding to a vehicle based on road environment information, driving state information of the vehicle, first relative information of the vehicle and a front vehicle and second relative information of the vehicle and the front vehicle; further identifying the driving state of the vehicle, wherein the driving state comprises a safety state, a forward risk state, a backward risk state and a bidirectional extrusion risk state; if the state is a safe state, executing a first longitudinal control strategy, if the state is a forward risk state, executing a second longitudinal control strategy, if the state is a backward risk state, executing a third longitudinal control strategy, and if the state is a bidirectional extrusion risk state, executing a multidirectional control strategy. According to the method, distance adjustment of the front vehicle and the rear vehicle is taken into consideration, a dynamic distance threshold value is formed in a self-adaptive mode, a multi-dimensional control strategy is formed for different traffic flows, and the driving safety is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to an intelligent driving control method and system. Background Technology

[0002] With the rapid development of my country's economy, automobiles have become an essential part of people's travel in recent years, greatly facilitating outdoor activities. However, with the surge in car ownership, frequent traffic accidents have become a social focus.

[0003] In traditional transportation, drivers rely mainly on their own reactions to understand the vehicle's operating status. However, with the increasing number of vehicles and the growing complexity of road conditions, drivers may be unable to detect abnormal road conditions in time if they are unwell or distracted, leading to an inability to make correct judgments and causing accidents.

[0004] In view of this, driver assistance systems have emerged to assist drivers in driving. In the event of a sudden emergency, if the driver does not take timely action, the driver assistance system can intervene in the vehicle's driving situation in time to reduce the occurrence of traffic accidents. However, most existing driver assistance systems only focus on adjusting the distance to the vehicle in front, and their control strategies are relatively simple. Moreover, they use fixed safe distance thresholds for assisted control, which cannot adapt to complex traffic flow. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide an intelligent driving control method and system, which aims to solve the technical problem that most existing driving assistance systems only focus on adjusting the distance to the vehicle in front, have relatively simple control strategies, and use fixed safe distance thresholds for assisted control, which cannot adapt to complex traffic flow.

[0006] To achieve the above objectives, in a first aspect, embodiments of this application provide an intelligent driving control method, comprising the following steps: Based on road environment information, vehicle driving status information, first relative information between the vehicle and the vehicle in front, and second relative information between the vehicle and the vehicle in front, obtain the forward dynamic safety distance and the rear dynamic safety distance corresponding to the vehicle. The first relative information includes the first relative distance, and the second relative information includes the second relative distance. The vehicle's driving status is identified by the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving status includes a safe status, a forward risk status, a rearward risk status, and a bidirectional crush risk status. If the vehicle is in a safe state, driving control is performed using the first longitudinal control strategy. If the vehicle is in a forward risk state, driving control is performed using the second longitudinal control strategy. If the vehicle is in a backward risk state, driving control is performed using the third longitudinal control strategy. If the vehicle is in a two-way squeeze risk state, driving control is performed using the multi-directional control strategy.

[0007] Furthermore, the road environment information includes weather information and road surface information, the driving status information includes the vehicle speed and acceleration, the first relative information also includes the relative speed of the vehicle in front, and the second relative information also includes the relative speed of the vehicle behind.

[0008] Furthermore, the steps of obtaining the forward dynamic safety distance and the backward dynamic safety distance corresponding to the vehicle based on road environment information, the vehicle's driving status information, the first relative information between the vehicle and the vehicle in front, and the second relative information between the vehicle and the vehicle in front include: The road adhesion coefficient is obtained from the road surface information, and the maximum allowable acceleration of the road surface is obtained based on the road adhesion coefficient. The environmental compensation ratio is obtained through the weather information, and the environmental compensation amount is obtained based on the environmental compensation ratio and the vehicle speed. The forward dynamic safety distance is obtained by using the vehicle speed, the relative speed of the vehicle in front, the maximum allowable acceleration of the road surface, and the environmental compensation amount, and the following dynamic safety distance is obtained by using the vehicle speed and the relative speed of the vehicle behind.

[0009] Furthermore, the formula for obtaining the maximum allowable acceleration of the road surface is: , in, Indicates the maximum allowable acceleration of the road surface. Indicates the road adhesion coefficient. Represents gravitational acceleration; The formula for obtaining the environmental compensation amount is: , in, Indicates the amount of environmental compensation. Indicates the environmental compensation ratio, and The value ranges from 20% to 40%. This indicates the vehicle's speed. Indicates the system response time, and The value ranges from 1.2s to 1.8s; The formula for obtaining the forward dynamic safety distance is: , in, Indicates the forward dynamic safety distance. Indicates the relative speed of the vehicle in front; The formula for obtaining the backward dynamic safety distance is: , in, Indicates the backward dynamic safety distance. Indicates the relative speed of the following vehicle. Indicates the estimated acceleration, and The value is 2m / s 2 ~3m / s 2 , This indicates the compensation margin.

[0010] Furthermore, the step of identifying the vehicle's driving state through the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance, wherein the driving state includes a safe state, a forward risk state, a rearward risk state, and a bidirectional crush risk state, includes: If the first relative distance is greater than the forward dynamic safety distance, and the second relative distance is greater than the rearward dynamic safety distance, then the vehicle is determined to be in a safe state. If the first relative distance is less than the forward dynamic safety distance and the second relative distance is greater than the backward dynamic safety distance, then the vehicle is determined to be in a forward risk state. If the first relative distance is greater than the forward dynamic safety distance and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a backward risk state. If the first relative distance is less than the forward dynamic safety distance, and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a state of bidirectional crush risk.

[0011] Furthermore, the step of driving control via the first longitudinal control strategy includes: A first distance threshold and a second distance threshold are set based on the forward dynamic safety distance, wherein the second distance threshold is greater than the first distance threshold, and the first distance threshold is greater than the forward dynamic safety distance; If the first relative distance is greater than or equal to the forward dynamic safety distance and less than the first distance threshold, then the first duty cycle signal is output. If the first relative distance is greater than or equal to the first distance threshold and less than the second distance threshold, then the second duty cycle signal is output. If the first relative distance is greater than the second distance threshold, then the third duty cycle signal is output.

[0012] Furthermore, the steps of driving control via the second longitudinal control strategy include: The distance error is obtained based on the first relative distance and the forward dynamic safety distance; The fourth duty cycle signal is obtained through the distance error.

[0013] Furthermore, the formula for obtaining the fourth duty cycle signal is as follows: , in, This represents the fourth duty cycle signal in the k-th control cycle. , , These represent the proportional gain, integral gain, and derivative gain parameters of the PID controller, respectively. This represents the distance error in the k-th control cycle. This represents the cumulative distance error up to the k-th control cycle. This represents the distance error in the (k-1)th control cycle.

[0014] Furthermore, the steps for driving control via a multi-directional control strategy include: Obtain vehicle information in adjacent lanes to determine whether lateral avoidance is possible; If lateral avoidance is possible, output the fifth duty cycle signal and output auxiliary steering torque to decelerate and change lanes; If lateral risk avoidance is not possible, a risk weighting factor is obtained based on the first relative distance and the second relative distance, and a sixth duty cycle signal is obtained based on the risk weighting factor.

[0015] Secondly, embodiments of this application provide an intelligent driving control system applied to the intelligent driving control method described in the first aspect above, the system comprising: The acquisition module is used to acquire the forward dynamic safety distance and the backward dynamic safety distance corresponding to the vehicle based on road environment information, the vehicle's driving status information, the first relative information between the vehicle and the vehicle in front, and the second relative information between the vehicle and the vehicle in front. The first relative information includes a first relative distance, and the second relative information includes a second relative distance. The identification module is used to identify the driving status of the vehicle through the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving status includes a safe status, a forward risk status, a rearward risk status, and a bidirectional crush risk status. The execution module is used to control driving through a first longitudinal control strategy if the vehicle is in a safe state, a second longitudinal control strategy if the vehicle is in a forward risk state, a third longitudinal control strategy if the vehicle is in a backward risk state, and a multi-directional control strategy if the vehicle is in a bidirectional crush risk state.

[0016] Thirdly, embodiments of this application provide a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the intelligent driving control method as described in the first aspect above.

[0017] Fourthly, embodiments of this application provide a storage medium storing a computer program thereon, which, when executed by a processor, implements the intelligent driving control method as described in the first aspect above.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: by acquiring the forward dynamic safety distance and the rearward dynamic safety distance, the distance to the vehicle in front and the distance to the vehicle behind are adjusted simultaneously during driving control. Both distances are generated based on different road environment information, driving state information, first relative information and second relative information, and can be adaptively and dynamically adjusted to form a dynamic distance threshold. Furthermore, the driving state of the vehicle is obtained based on the forward dynamic safety distance and the rearward dynamic safety distance, and different driving control strategies are implemented according to different driving states. That is, a multi-dimensional control strategy is formed for different traffic flows, which improves driving safety. Attached Figure Description

[0019] Figure 1 This is a flowchart of the intelligent driving control method in the first embodiment of the present invention; Figure 2 This is a structural block diagram of the intelligent driving control system in the second embodiment of the present invention; The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0020] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0021] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] Please see Figure 1 The first embodiment of the present invention provides an intelligent driving control method, which includes the following steps: S10: Based on road environment information, the vehicle's driving status information, the first relative information between the vehicle and the vehicle in front, and the second relative information between the vehicle and the vehicle in front, obtain the forward dynamic safety distance and the rear dynamic safety distance corresponding to the vehicle. The first relative information includes the first relative distance, and the second relative information includes the second relative distance. The road environment information includes weather information and road surface information. The driving status information includes the vehicle's speed. The first relative information also includes the relative speed of the vehicle in front, and the second relative information also includes the relative speed of the vehicle behind. The relative speed of the vehicle in front refers to the speed difference between the speed of the vehicle in front and the speed of the vehicle behind (speed of the vehicle in front - speed of the vehicle behind), and the relative speed of the vehicle behind refers to the speed difference between the speed of the vehicle behind and the speed of the vehicle itself.

[0024] In this embodiment, the vehicle is equipped with a forward millimeter-wave radar and a rearward millimeter-wave radar to obtain the first relative distance, the relative speed of the vehicle in front and the second relative distance, and the relative speed of the vehicle behind, respectively. The vehicle is also equipped with a V2X communication module to obtain the weather information and the road surface information.

[0025] Step S10 includes: S110: Obtain the road adhesion coefficient through the road surface information, and obtain the maximum allowable acceleration of the road surface based on the road adhesion coefficient; After obtaining the road surface information, the road adhesion coefficient corresponding to the road surface information can be obtained according to the preset adhesion coefficient table.

[0026] The formula for obtaining the maximum allowable acceleration of the road surface is: , in, Indicates the maximum allowable acceleration of the road surface. Indicates the road adhesion coefficient. It represents the acceleration due to gravity.

[0027] S120: Obtain the environmental compensation ratio through the weather information, and obtain the environmental compensation amount based on the environmental compensation ratio and the vehicle speed; The formula for obtaining the environmental compensation amount is: , in, Indicates the amount of environmental compensation. Indicates the environmental compensation ratio, and The value ranges from 20% to 40%. This indicates the vehicle's speed. Indicates the system response time, and The value ranges from 1.2s to 1.8s. For example, in foggy weather, the environmental compensation ratio is set to 30%. The system response time refers to the total estimated time of sensor delay, processor processing time, and actuator response time. In this embodiment, The value is 1.5s.

[0028] S130: Obtain the forward dynamic safety distance by means of the vehicle speed, the relative speed of the preceding vehicle, the maximum allowable acceleration of the road surface and the environmental compensation amount, and obtain the following dynamic safety distance by means of the vehicle speed and the relative speed of the following vehicle. The formula for obtaining the forward dynamic safety distance is: , in, Indicates the forward dynamic safety distance. Indicates the relative speed of the vehicle in front; The formula for obtaining the backward dynamic safety distance is: , in, Indicates the backward dynamic safety distance. Indicates the relative speed of the following vehicle. Indicates the estimated acceleration, and The value is 2m / s 2 ~3m / s 2 , This indicates the compensation margin. By setting the estimated acceleration, the vehicle can provide a gentler and more predictable deceleration signal to following vehicles during normal deceleration, thereby inducing the following vehicles to brake smoothly and avoiding emergency braking or insufficient braking. The compensation margin is a preset, small, fixed value.

[0029] S20: The driving status of the vehicle is identified by the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving status includes a safe status, a forward risk status, a rearward risk status, and a bidirectional crush risk status. Step S20 includes: S210: If the first relative distance is greater than the forward dynamic safety distance and the second relative distance is greater than the rearward dynamic safety distance, then the vehicle is determined to be in a safe state; S220: If the first relative distance is less than the forward dynamic safety distance and the second relative distance is greater than the backward dynamic safety distance, then the vehicle is determined to be in a forward risk state; S230: If the first relative distance is greater than the forward dynamic safety distance and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a backward risk state; S240: If the first relative distance is less than the forward dynamic safety distance and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a state of bidirectional crush risk.

[0030] S30: If the vehicle is in a safe state, driving control is performed through the first longitudinal control strategy; if the vehicle is in a forward risk state, driving control is performed through the second longitudinal control strategy; if the vehicle is in a backward risk state, driving control is performed through the third longitudinal control strategy; if the vehicle is in a two-way squeeze risk state, driving control is performed through the multi-directional control strategy. By assigning different driving control strategies to vehicles in different states, mismatches caused by a single control strategy can be avoided.

[0031] Specifically, step S30 includes: S310: Based on the forward dynamic safety distance, set a first distance threshold and a second distance threshold, wherein the second distance threshold is greater than the first distance threshold, and the first distance threshold is greater than the forward dynamic safety distance; In this embodiment, the ratio of the first distance threshold to the forward dynamic safety distance is 1.2:1, and the ratio of the second distance threshold to the forward dynamic safety distance is 1.5:1.

[0032] S320: If the first relative distance is greater than or equal to the forward dynamic safety distance and the first relative distance is less than the first distance threshold, then output the first duty cycle signal; if the first relative distance is greater than or equal to the first distance threshold and the first relative distance is less than the second distance threshold, then output the second duty cycle signal; if the first relative distance is greater than the second distance threshold, then output the third duty cycle signal. When the vehicle is in the aforementioned safe state, the control strategy aims to improve comfort and economy, without requiring complex PID adjustments. Therefore, based on the different ranges of the first relative distance, a preset drive torque (PWM duty cycle signal) can be set. In this embodiment, the first duty cycle signal is 30%, which corresponds to a relatively basic following speed (e.g., 8 km / h), the second duty cycle signal is 50%, which corresponds to a higher basic following speed (e.g., 15 km / h), and the third duty cycle signal is 80%, which corresponds to a higher cruising speed (e.g., 25 km / h).

[0033] S330: Obtain the distance error based on the first relative distance and the forward dynamic safety distance; The difference between the first relative distance and the forward dynamic safety distance is equal to the distance error.

[0034] S340: Obtain the fourth duty cycle signal through the distance error; The formula for obtaining the fourth duty cycle signal is: , in, This represents the fourth duty cycle signal in the k-th control cycle. , , These represent the proportional gain, integral gain, and derivative gain parameters of the PID controller, respectively. This represents the distance error in the k-th control cycle. This represents the cumulative distance error up to the k-th control cycle. This represents the distance error in the (k-1)th control cycle.

[0035] When in the aforementioned forward risk state, the driving control strategy is to increase the first relative distance to return to a safe state. In this case, the drive / braking system is precisely controlled by acquiring the fourth duty cycle signal in real time.

[0036] When in the aforementioned rearward risk state, the driving control strategy is to increase the second relative distance to eliminate the risk of being rear-ended. The core of longitudinal control is to prohibit emergency or hard braking and to accelerate the vehicle very smoothly to gently increase the distance from the following vehicle. In this embodiment, the third longitudinal control strategy is to output a sixth duty cycle signal, which is 40%. Based on the vehicle's dynamic characteristics (motor torque-speed curve, vehicle mass, transmission efficiency, etc.), the sixth duty cycle signal can generate approximately 0.8 m / s. 2 The acceleration. Preferably, when in the aforementioned rearward risk state, a rearward warning is issued. In this embodiment, the rearward warning is a high-frequency flashing of the brake lights to alert the following vehicle that the distance is too close.

[0037] S350: Obtain vehicle information in adjacent lanes to determine whether lateral avoidance is possible; When in the aforementioned bidirectional squeeze risk state, a relatively complex decision needs to be made. The lateral avoidance direction is to change the vehicle to the adjacent lane. The vehicle information in the adjacent lane is identified by lateral sensors (such as ultrasonic radar and corner radar). If there is a lane that can be changed to, the lateral avoidance is performed.

[0038] S360: If lateral avoidance is possible, output the fifth duty cycle signal and output auxiliary steering torque to decelerate and change lanes; In this embodiment, the fifth duty cycle signal is 60%, which corresponds to approximately 3 m / s. 2 The acceleration (between comfort braking and emergency braking) provides sufficient deceleration for the vehicle while maintaining the braking force for vehicle control, so as to achieve steering operation. At the same time, the auxiliary steering torque is used to assist the driver in smoothly and quickly changing lanes to complete deceleration and lane change.

[0039] S370: If lateral avoidance is not possible, a risk weighting factor is obtained based on the first relative distance and the second relative distance, and a sixth duty cycle signal is obtained based on the risk weighting factor; When lateral avoidance is not feasible, a risk-minimizing braking strategy must be implemented. This involves comprehensively assessing the severity of both forward and rear-end collisions to determine a compromise braking force. This force is less than the maximum braking force required to avoid a forward collision, aiming to minimize the collision speed as much as possible when a forward collision cannot be avoided, while simultaneously providing more reaction and braking space for following vehicles. The formula for obtaining the risk weighting factor is as follows: , in, Indicates the risk weighting factor. Indicates the first relative distance. This indicates the second relative distance.

[0040] After obtaining the risk weighting factor, the braking deceleration of the vehicle is obtained through optimization calculation. The optimization calculation process is as follows: , in, This indicates obtaining the vehicle's braking deceleration that minimizes the total value. This indicates the vehicle's braking deceleration. This represents the severity scaling factor. Represents the smoothing constant. This indicates that a buffer distance has been reserved, and ,in, In this embodiment, the estimated reaction time of the following vehicle is indicated. The value is 1.5s. In this embodiment, the estimated deceleration of the following vehicle is indicated. The value is 2.5 m / s 2 ~3m / s 2After obtaining the vehicle's braking deceleration, the corresponding sixth duty cycle signal is obtained through a multidimensional lookup table. During the development phase, a large number of optimal training decelerations under different scenarios are preset. On a chassis dynamometer or test track, different duty cycle signals are output by controlling the braking system to obtain the training duty cycle signal corresponding to the training deceleration, thereby forming the multidimensional lookup table.

[0041] By acquiring the forward dynamic safety distance and the rearward dynamic safety distance, the driving control simultaneously considers the distance to the vehicle in front and the distance to the vehicle behind. Both distances are generated based on different road environment information, driving state information, first relative information, and second relative information, and can be adaptively and dynamically adjusted to form a dynamic distance threshold. Furthermore, the driving state of the vehicle is obtained based on the forward dynamic safety distance and the rearward dynamic safety distance, and different driving control strategies are implemented according to different driving states. That is, a multi-dimensional control strategy is formed for different traffic flows, which improves driving safety.

[0042] Please see Figure 2 The second embodiment of the present invention provides an intelligent driving control system, which is applied to the intelligent driving control method described in the above embodiments, and will not be repeated hereafter. As used below, the terms "module," "unit," "subunit," etc., can refer to a combination of software and / or hardware that performs a predetermined function. Although the apparatus described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0043] The system includes: The acquisition module 10 is used to acquire the forward dynamic safety distance and the backward dynamic safety distance corresponding to the vehicle based on road environment information, the driving status information of the vehicle, the first relative information between the vehicle and the vehicle in front and the second relative information between the vehicle and the vehicle in front. The first relative information includes a first relative distance and the second relative information includes a second relative distance. The acquisition module 10 includes: The first unit is used to obtain the road adhesion coefficient through the road surface information and to obtain the maximum allowable acceleration of the road surface based on the road adhesion coefficient. The second unit is used to obtain the environmental compensation ratio through the weather information, and to obtain the environmental compensation amount based on the environmental compensation ratio and the vehicle speed. The third unit is used to obtain the forward dynamic safety distance by means of the vehicle speed, the relative speed of the preceding vehicle, the maximum allowable acceleration of the road surface and the environmental compensation amount, and to obtain the following dynamic safety distance by means of the vehicle speed and the relative speed of the following vehicle. The identification module 20 is used to identify the driving state of the vehicle through the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving state includes a safe state, a forward risk state, a rearward risk state, and a bidirectional crush risk state. The identification module 20 includes: The fourth unit is used to determine that the vehicle is in a safe state if the first relative distance is greater than the forward dynamic safety distance and the second relative distance is greater than the rearward dynamic safety distance. The fifth unit is used to determine that the vehicle is in a forward risk state if the first relative distance is less than the forward dynamic safety distance and the second relative distance is greater than the backward dynamic safety distance. The sixth unit is used to determine that the vehicle is in a rearward risk state if the first relative distance is greater than the forward dynamic safety distance and the second relative distance is less than the rearward dynamic safety distance. The seventh unit is used to determine that the vehicle is in a bidirectional crush risk state if the first relative distance is less than the forward dynamic safety distance and the second relative distance is less than the rearward dynamic safety distance. The execution module 30 is used to control driving through a first longitudinal control strategy if the vehicle is in a safe state, a second longitudinal control strategy if the vehicle is in a forward risk state, a third longitudinal control strategy if the vehicle is in a rearward risk state, and a multi-directional control strategy if the vehicle is in a bidirectional squeeze risk state. The execution module 30 includes: The eighth unit is used to set a first distance threshold and a second distance threshold based on the forward dynamic safety distance, wherein the second distance threshold is greater than the first distance threshold and the first distance threshold is greater than the forward dynamic safety distance; The ninth unit is used to output a first duty cycle signal if the first relative distance is greater than or equal to the forward dynamic safety distance and the first relative distance is less than the first distance threshold; output a second duty cycle signal if the first relative distance is greater than or equal to the first distance threshold and the first relative distance is less than the second distance threshold; and output a third duty cycle signal if the first relative distance is greater than the second distance threshold. The tenth unit is used to obtain the distance error based on the first relative distance and the forward dynamic safety distance; The eleventh unit is used to obtain the fourth duty cycle signal through the distance error; The twelfth unit is used to obtain vehicle information in adjacent lanes to determine whether lateral avoidance is possible. The thirteenth unit is used to output the fifth duty cycle signal and the auxiliary steering torque if lateral avoidance is possible, in order to decelerate and change lanes. The fourteenth unit is used to obtain a risk weighting factor based on the first relative distance and the second relative distance if lateral avoidance is not possible, and to obtain a sixth duty cycle signal based on the risk weighting factor.

[0044] The present invention also provides a computer, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the intelligent driving control method as described in the above technical solutions.

[0045] The present invention also provides a storage medium storing a computer program thereon, which, when executed by a processor, implements the intelligent driving control method as described in the above technical solutions.

[0046] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0047] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. An intelligent driving control method, characterized in that, Includes the following steps: Based on road environment information, vehicle driving status information, first relative information between the vehicle and the vehicle in front, and second relative information between the vehicle and the vehicle in front, obtain the forward dynamic safety distance and the rear dynamic safety distance corresponding to the vehicle. The first relative information includes the first relative distance, and the second relative information includes the second relative distance. The vehicle's driving status is identified by the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving status includes a safe status, a forward risk status, a rearward risk status, and a bidirectional crush risk status. If the vehicle is in a safe state, driving control is performed using the first longitudinal control strategy. If the vehicle is in a forward risk state, driving control is performed using the second longitudinal control strategy. If the vehicle is in a backward risk state, driving control is performed using the third longitudinal control strategy. If the vehicle is in a two-way squeeze risk state, driving control is performed using the multi-directional control strategy.

2. The intelligent driving control method according to claim 1, characterized in that, The road environment information includes weather information and road surface information, the driving status information includes the vehicle speed, the first relative information also includes the relative speed of the vehicle in front, and the second relative information also includes the relative speed of the vehicle behind.

3. The intelligent driving control method according to claim 2, characterized in that, The steps for obtaining the forward dynamic safety distance and backward dynamic safety distance corresponding to the vehicle based on road environment information, the vehicle's driving status information, the first relative information between the vehicle and the vehicle in front, and the second relative information between the vehicle and the vehicle in front include: The road adhesion coefficient is obtained from the road surface information, and the maximum allowable acceleration of the road surface is obtained based on the road adhesion coefficient. The environmental compensation ratio is obtained through the weather information, and the environmental compensation amount is obtained based on the environmental compensation ratio and the vehicle speed. The forward dynamic safety distance is obtained by using the vehicle speed, the relative speed of the vehicle in front, the maximum allowable acceleration of the road surface, and the environmental compensation amount, and the following dynamic safety distance is obtained by using the vehicle speed and the relative speed of the vehicle behind.

4. The intelligent driving control method according to claim 3, characterized in that, The formula for obtaining the maximum allowable acceleration of the road surface is: ， in, Indicates the maximum allowable acceleration of the road surface. Indicates the road adhesion coefficient. Represents gravitational acceleration; The formula for obtaining the environmental compensation amount is: ， in, Indicates the amount of environmental compensation. Indicates the environmental compensation ratio, and The value ranges from 20% to 40%. This indicates the vehicle's speed. Indicates the system response time, and The value ranges from 1.2s to 1.8s; The formula for obtaining the forward dynamic safety distance is: ， in, Indicates the forward dynamic safety distance. Indicates the relative speed of the vehicle in front; The formula for obtaining the backward dynamic safety distance is: ， in, Indicates the backward dynamic safety distance. Indicates the relative speed of the following vehicle. Indicates the estimated acceleration, and The value is 2m / s 2 ~3m / s 2 , This indicates the compensation margin.

5. The intelligent driving control method according to claim 1, characterized in that, The step of identifying the vehicle's driving state through the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance, wherein the driving state includes a safe state, a forward risk state, a rearward risk state, and a bidirectional crush risk state, includes: If the first relative distance is greater than the forward dynamic safety distance, and the second relative distance is greater than the rearward dynamic safety distance, then the vehicle is determined to be in a safe state. If the first relative distance is less than the forward dynamic safety distance and the second relative distance is greater than the backward dynamic safety distance, then the vehicle is determined to be in a forward risk state. If the first relative distance is greater than the forward dynamic safety distance and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a backward risk state. If the first relative distance is less than the forward dynamic safety distance, and the second relative distance is less than the backward dynamic safety distance, then the vehicle is determined to be in a state of bidirectional crush risk.

6. The intelligent driving control method according to claim 1, characterized in that, The steps of driving control via the first longitudinal control strategy include: A first distance threshold and a second distance threshold are set based on the forward dynamic safety distance, wherein the second distance threshold is greater than the first distance threshold, and the first distance threshold is greater than the forward dynamic safety distance; If the first relative distance is greater than or equal to the forward dynamic safety distance and less than the first distance threshold, then the first duty cycle signal is output. If the first relative distance is greater than or equal to the first distance threshold and less than the second distance threshold, then the second duty cycle signal is output. If the first relative distance is greater than the second distance threshold, then the third duty cycle signal is output.

7. The intelligent driving control method according to claim 1, characterized in that, The steps for driving control via the second longitudinal control strategy include: The distance error is obtained based on the first relative distance and the forward dynamic safety distance; The fourth duty cycle signal is obtained through the distance error.

8. The intelligent driving control method according to claim 7, characterized in that, The formula for obtaining the fourth duty cycle signal is: ， in, This represents the fourth duty cycle signal in the k-th control cycle. , , These represent the proportional gain, integral gain, and derivative gain parameters of the PID controller, respectively. This represents the distance error in the k-th control cycle. This represents the cumulative distance error up to the k-th control cycle. This represents the distance error in the (k-1)th control cycle.

9. The intelligent driving control method according to claim 1, characterized in that, The steps for driving control via a multi-directional control strategy include: Obtain vehicle information in adjacent lanes to determine whether lateral avoidance is possible; If lateral avoidance is possible, output the fifth duty cycle signal and output auxiliary steering torque to decelerate and change lanes; If lateral risk avoidance is not possible, a risk weighting factor is obtained based on the first relative distance and the second relative distance, and a sixth duty cycle signal is obtained based on the risk weighting factor.

10. An intelligent driving control system, applied to the intelligent driving control method as described in any one of claims 1 to 9, characterized in that, The system includes: The acquisition module is used to acquire the forward dynamic safety distance and the backward dynamic safety distance corresponding to the vehicle based on road environment information, the vehicle's driving status information, the first relative information between the vehicle and the vehicle in front, and the second relative information between the vehicle and the vehicle in front. The first relative information includes a first relative distance, and the second relative information includes a second relative distance. The identification module is used to identify the driving status of the vehicle through the first relative distance, the second relative distance, the forward dynamic safety distance, and the rearward dynamic safety distance. The driving status includes a safe status, a forward risk status, a rearward risk status, and a bidirectional crush risk status. The execution module is used to control driving through a first longitudinal control strategy if the vehicle is in a safe state, a second longitudinal control strategy if the vehicle is in a forward risk state, a third longitudinal control strategy if the vehicle is in a backward risk state, and a multi-directional control strategy if the vehicle is in a bidirectional crush risk state.

Images