Control method, device and equipment for speed-up separation from parallel cart

Abstract

The invention discloses a control method, device and equipment for speeding up to break away from a parallel cart, which are applied to a target vehicle, and the control method comprises the following steps: determining a to-be-broken cart target of the target vehicle; if the target vehicle is currently in a preset state, the duration that the overlapping quantitative index is greater than the preset index threshold is greater than a first duration threshold, the vehicle speed difference between the set vehicle speed of the target vehicle and the current vehicle speed of the cart target is less than a first difference threshold, and the current acceleration of the cart target is less than an acceleration threshold; and according to the target cooling time, activating a speed-up separation function of the target vehicle, wherein the speed-up separation function is used for controlling the target vehicle to speed up and separate from the cart target. The technical problems that the safety is not high, the energy consumption is high and the driving experience is not high in the mode that the vehicle is accelerated to be separated from the parallel cart are solved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control, and particularly relates to a control method, device and equipment for accelerating and disengaging from a parallel vehicle. Background Technology

[0002] With the development of intelligent driving technology, vehicle safety control in scenarios involving parallel driving with large vehicles has become an important research direction. Related technologies involve actively accelerating to move away from parallel large vehicles. However, frequently triggering this acceleration can lead to the vehicle quickly catching up with another large vehicle after leaving one, thus triggering another acceleration to leave that vehicle. This results in a cycle of frequent acceleration to leave parallel large vehicles, making the current method of accelerating to leave parallel vehicles unsafe, energy-intensive, and providing a poor driving experience. Summary of the Invention

[0003] This invention provides a control method, apparatus, and device for accelerating the detachment of a vehicle from a parallel trolley, in order to solve the technical problems in related technologies where the method of accelerating the detachment of a vehicle from a parallel trolley is not safe, has high energy consumption, and does not provide a good driving experience.

[0004] According to a first aspect of the present invention, a control method for accelerating away from a parallel large vehicle is provided, applied to a target vehicle. The control method includes: determining at least one large vehicle target to which the target vehicle is to detach; acquiring the target vehicle's own vehicle state information, the current speed and current acceleration of the large vehicle target, and an overlap quantification index characterizing the degree of overlap between the target vehicle and the large vehicle target; determining whether the target vehicle is currently in a preset state based on the own vehicle state information; if the target vehicle is currently in the preset state, the duration for which the overlap quantification index is greater than a preset index threshold is greater than a first duration threshold, and the speed difference between the target vehicle's set speed and the large vehicle target's current speed is less than a first difference threshold, and the large vehicle target's current acceleration is less than an acceleration threshold; activating the target vehicle's acceleration-away function based on a target cooling time, the acceleration-away function being used to control the target vehicle to accelerate away from the large vehicle target.

[0005] In conjunction with the first aspect, in some embodiments, the vehicle status information includes the target vehicle's current driving mode, set speed, current speed, and whether it is in a lane-changing state; the control method further includes: if the target vehicle's current driving mode is NOA mode, the set speed is greater than a first speed threshold, the target vehicle's current speed reaches the set speed, and the target vehicle is not in a lane-changing state, determining that the target vehicle is currently in a preset state.

[0006] In conjunction with the first aspect, in some embodiments, the control method further includes: obtaining an M-dimensional maintenance positive factor within a preset time window; performing a fusion process on the M-dimensional maintenance positive factor based on M-dimensional weight coefficients to obtain a fusion correction factor; and adjusting the base cooling time based on the fusion correction factor to obtain the target cooling time.

[0007] In conjunction with the first aspect, in some embodiments, the M-maintenance positive factor includes a first correction factor, a second correction factor, a third correction factor, and a fourth correction factor; obtaining the M-maintenance positive factor within a preset time window includes: obtaining the number of times or the frequency of activation of the acceleration disengagement function by the target vehicle within the preset time window, determining the first correction factor based on the number of activations or the activation frequency, wherein the first correction factor is positively correlated with the number of activations or the activation frequency. The system acquires the operating status of the windshield wipers of the target vehicle within a preset time window, and determines a second correction factor based on the operating status. The second correction factor is positively correlated with the speed of the windshield wipers. It also acquires the frequency or number of positive intervention operations performed by the driver on the target vehicle when the acceleration disengagement function is in an active state, and determines a third correction factor based on the frequency or number of positive intervention operations. The third correction factor is negatively correlated with the frequency or number of positive intervention operations. Finally, it acquires the frequency or number of negative intervention operations performed by the driver on the target vehicle when the acceleration disengagement function is in an active state, and determines a fourth correction factor based on the frequency or number of negative intervention operations. The fourth correction factor is positively correlated with the frequency or number of negative intervention operations.

[0008] In conjunction with the first aspect, in some embodiments, adjusting the base cooling time based on the fusion correction factor to obtain the target cooling time includes: if the fusion correction factor is greater than a preset correction threshold, extending the base cooling time to obtain the target cooling time; if the fusion correction factor is less than the preset correction threshold, shortening the base cooling time to obtain the target cooling time.

[0009] In conjunction with the first aspect, in some embodiments, extending the base cooling time to obtain the target cooling time includes: inputting the fusion correction factor into a first nonlinear adaptive mapping function to obtain the target cooling time, wherein the first nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0010] In conjunction with the first aspect, in some embodiments, shortening the base cooling time to obtain the target cooling time includes: inputting the fusion correction factor into a second nonlinear adaptive mapping function to obtain the target cooling time, wherein the second nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0011] In conjunction with the first aspect, in some embodiments, the first nonlinear adaptive mapping function is as follows:

[0012] in, The base cooling time, The target cooling time, is the fusion correction factor.

[0013] In conjunction with the first aspect, in some embodiments, the second nonlinear adaptive mapping function is as follows:

[0014] in, The base cooling time, The target cooling time, The fusion correction factor is... This is the attenuation coefficient.

[0015] In conjunction with the first aspect, in some embodiments, after activating the acceleration-off-departure function of the target vehicle based on the target cooling time, the target vehicle is controlled to exit the acceleration-off-departure function when any of the following release conditions are met: the target vehicle exits NOA mode; the target vehicle enters lane-changing mode; the target vehicle has detached from the large vehicle target, and the distance between the rear of the target vehicle and the front of the large vehicle target is greater than a preset distance; the current speed of the target vehicle is less than a second speed threshold, and the second speed threshold is less than the set speed; the current speed of the large vehicle target is greater than the set speed, and the duration for which the speed difference between the current speed of the large vehicle target and the set speed is greater than a second difference threshold is greater than a second duration threshold; the duration for which the target vehicle and the large vehicle target overlap is greater than a third duration threshold.

[0016] According to a second aspect of the present invention, a control device for accelerating detachment from a parallel large vehicle is provided, applied to a target vehicle. The control device includes: a target determination unit, configured to determine at least one large vehicle target to which the target vehicle is to detach when the target vehicle is in an autonomous driving mode; a data acquisition unit, configured to acquire the target vehicle's own vehicle status information, the current speed and current acceleration of the large vehicle target, and an overlap quantification index characterizing the degree of overlap between the target vehicle and the large vehicle target; a judgment unit, configured to determine whether the target vehicle is currently in a preset state based on the own vehicle status information; and a detachment execution unit, configured to activate an acceleration detachment function of the target vehicle based on a target cooling time if the target vehicle is currently in the preset state, the duration for which the overlap quantification index is greater than a preset index threshold is greater than a first duration threshold, the speed difference between the target vehicle's set speed and the large vehicle target's current speed is less than a first difference threshold, and the large vehicle target's current acceleration is less than an acceleration threshold. The acceleration detachment function is used to control the target vehicle to accelerate detachment from the large vehicle target.

[0017] According to a second aspect of the present invention, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the speed-up disengagement control method for parallel trolleys as described in any embodiment of the first aspect.

[0018] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages: This invention, in its embodiment, determines that the target vehicle is currently in a preset state based on the vehicle's status information. The duration for which the overlap quantization index exceeds a preset index threshold is greater than a first duration threshold. Furthermore, the speed difference between the target vehicle's set speed and the target vehicle's current speed is less than a first difference threshold, and the target vehicle's current acceleration is less than an acceleration threshold. Then, based on the target vehicle's cooling time, the acceleration-to-disengage function of the target vehicle is activated to control the target vehicle to accelerate and disengage. Therefore, this invention achieves the activation of the acceleration-to-disengage function constrained by the vehicle's driving scenario and cooling time, improving the rationality of the target vehicle activating the acceleration-to-disengage function, avoiding frequent triggering of the acceleration-to-disengagement function by the target vehicle to disengage from the target vehicle, improving the safety of the vehicle's acceleration-to-disengagement from a parallel target vehicle during autonomous driving, reducing vehicle energy consumption, and enhancing the driving experience.

[0019] Based on the implementation methods provided in the above aspects, the present invention can be further combined to provide more implementation methods. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0021] Figure 1 A flowchart of a control method for accelerating disengaging from a parallel trolley according to some embodiments of the present invention is shown; Figure 2 A schematic diagram showing the target vehicle and the large vehicle target running parallel in some embodiments of the present invention is shown; Figure 3 A schematic diagram of a control device for accelerating disengaging from a parallel trolley according to some embodiments of the present invention is shown. Figure 4 A schematic diagram of an electronic device according to some embodiments of the present invention is shown. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] In the embodiments of this specification, the term "multiple" means "two or more", that is, including two or more cases; the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three cases: A exists alone, A and B exist simultaneously, and B exists alone.

[0024] This invention provides a control method for accelerating and disengaging from a parallel vehicle, applicable to a target vehicle. In this embodiment, the target vehicle is equipped with an assisted driving system or an autonomous driving system. Figure 1 A flowchart of a control method for accelerating disengaging from a parallel trolley according to some embodiments of the present invention is shown. For example... Figure 1 As shown, the control method for accelerating and disengaging from a parallel trolley provided in this embodiment of the invention includes the following steps S101-S104.

[0025] Step S101: Identify at least one large vehicle target that the target vehicle is to detach from.

[0026] In some embodiments, the step of identifying at least one large vehicle target to be detached from the target vehicle may be executed only when the target vehicle is in autonomous driving mode. The autonomous driving mode can be Level 2 or higher. In some embodiments, the autonomous driving mode in this invention is NOA (Navigate on Autopilot) mode. NOA mode is a driving mode based on the fusion of navigation data and driving control technology, and is between Level 2 and Level 3 autonomous driving. NOA mode can achieve autonomous lane changing, overtaking, and adaptive cruise control functions in scenarios such as highways and urban expressways, requiring full driver monitoring.

[0027] In some embodiments, the step of determining at least one large vehicle target to be detached from the target vehicle may include: updating the large vehicle information record by means of surrounding environment data collected by the vehicle-mounted perception system on the target vehicle, wherein the large vehicle information record contains the various large vehicle targets to be detached.

[0028] In some embodiments, updating the large vehicle information record may include: determining a new large vehicle target based on surrounding environmental data; if the newly determined large vehicle target is not present in the large vehicle information record, then adding the new large vehicle target to the large vehicle information record. In some embodiments, updating the large vehicle information record may further include: removing expired large vehicle targets. Expired large vehicle targets include large vehicle targets that have already left the area and large vehicle targets that cannot be determined based on surrounding environmental data within a preset time window.

[0029] In some embodiments, the target vehicle recorded in the large vehicle information record is a large vehicle traveling in a lane adjacent to the lane where the target vehicle is located.

[0030] It should be noted that the vehicle perception system includes, but is not limited to, one or more sensors such as lidar, millimeter-wave radar, and vehicle cameras, and determines the surrounding environment data based on the vehicle perception information of the vehicle perception system.

[0031] Step S102: Obtain the target vehicle's own vehicle status information, the current speed and current acceleration of the large vehicle target, and the overlapping area of ​​the target vehicle and the large vehicle target.

[0032] In some embodiments, for each large vehicle target to be detached from the large vehicle information record, the vehicle status information of the target vehicle, the current speed of the large vehicle target, and the overlap quantification index characterizing the degree of overlap between the target vehicle and the large vehicle target are obtained.

[0033] Step S103: Determine whether the target vehicle is currently in a preset state based on the vehicle status information.

[0034] It is understood that a preset state refers to the target vehicle's own state supporting the activation of the acceleration-to-break function. In some embodiments, the target vehicle's own state information includes the target vehicle's current driving mode, set speed, current speed, and whether it is in a lane-changing state. If all four of the following sub-conditions are met, it is determined that the target vehicle is currently in a preset state; otherwise, it indicates that the target vehicle is not currently in a preset state, meaning that the target vehicle's own state does not support the activation of the acceleration-to-break function: Sub-condition 1: The target vehicle's current driving mode is NOA mode; Sub-condition 2: The target vehicle's set speed is greater than the first speed threshold; Sub-condition 3: The target vehicle's current speed reaches the set speed; Sub-condition 4: The target vehicle is not in a lane-changing state.

[0035] It is understandable that the set speed is the target driving speed set by the target vehicle, which is the speed that the target vehicle needs to maintain. After setting, the target vehicle will automatically control the throttle to maintain the actual speed near the set speed. The actual speed of the target vehicle is maintained near the set speed, which means that the error between the actual speed of the target vehicle and the set speed is less than the preset fluctuation amount. The preset fluctuation amount can be, but is not limited to, set to -3kph to +3kph.

[0036] The first speed threshold is the lower limit of the vehicle speed that determines whether the target vehicle is in a high-speed driving scenario. The first speed threshold can be set to a value in the range of 75-85 kph, such as 75 kph, 80 kph or 85 kph.

[0037] Step S104: If the target vehicle is currently in a preset state, the duration of the overlap quantization index being greater than the preset index threshold is greater than the first duration threshold, and the speed difference between the target vehicle's set speed and the current speed of the large vehicle target is less than the first difference threshold, and the current acceleration of the large vehicle target is less than the acceleration threshold, the target vehicle's acceleration and departure function is activated according to the target cooling time. The acceleration and departure function is used to control the target vehicle to accelerate and leave the large vehicle target.

[0038] In some embodiments, the overlap quantification index can be the overlap rate between the target vehicle and the large vehicle target, and the preset index threshold is the overlap rate threshold. For example... Figure 2As shown, the overlap between the target vehicle and the large vehicle target is divided into three scenarios: Scenario 1, Scenario 2, and Scenario 3. In any scenario, the vehicle overlap rate is the ratio of the length of the overlapping area (L1) to the length of the target vehicle's body (L0): L1 / L0. The duration for which the overlap quantification index exceeds a preset threshold is greater than a first duration threshold, specifically: the duration for which the overlap rate between the target vehicle and the large vehicle target is greater than the overlap rate threshold is greater than the first duration threshold. It is understood that the overlap rate threshold and the first duration threshold are set according to actual needs. The overlap rate threshold can be set to a value in the range of 0.1-0.2, for example, 0.1, 0.15, or 0.2. The first duration threshold can be set to a value in the range of 2-5 seconds, for example, 2s, 3s, 4s, or 5s.

[0039] In other embodiments, such as Figure 2 As shown, the overlap quantification index can be defined as the length of the overlapping area of ​​the vehicle body (L1), with a preset index threshold of length. The duration for which the overlap quantification index exceeds the preset index threshold is greater than a first duration threshold; specifically, the duration for which the length of the overlapping area of ​​the vehicle body exceeds the length threshold is greater than the first duration threshold. It is understood that the length threshold and the first duration threshold are set according to actual needs, and no specific numerical limit is specified here.

[0040] In some embodiments, the first difference threshold can be set to a positive value close to 0, and the first difference threshold can be set to a value in the range of 1-3 kph. For example, the first difference threshold can be set to 1 kph, 2 kph, or 3 kph.

[0041] In some embodiments, when multiple triggering conditions are met, the activation state machine for the acceleration-to-departure function will set the status flag field for the target vehicle to true, indicating that the target vehicle supports the activation of the acceleration-to-departure function for that target vehicle: Trigger condition 1: The target vehicle is currently in a preset state; Triggering condition 2: The duration for which the overlapping quantitative indicator is greater than the preset indicator threshold is greater than the first duration threshold; Triggering condition 3: The speed difference between the target vehicle's set speed and the target vehicle's current speed is less than the first difference threshold. Triggering condition 4: The current acceleration of the large vehicle target is less than the acceleration threshold.

[0042] In trigger condition 3, the speed difference between the target vehicle's set speed and the large vehicle target's current speed is less than the first difference threshold, indicating that the large vehicle target and the target vehicle are at the same speed.

[0043] In trigger condition 4, the absolute value of the vehicle's acceleration |a| is determined based on the vehicle's current acceleration. If the absolute value of acceleration |a| is less than the acceleration threshold, it indicates that the vehicle's current acceleration is less than the acceleration threshold. It can be understood that trigger condition 4 is used to determine whether the vehicle intends to accelerate or decelerate. The acceleration threshold can be set to a value close to 0, such as 0-1 m / s². 2 Numbers within a range. For example, the absolute value of acceleration |a| ≤ 1 m / s². 2 This confirms that the large vehicle target intends to accelerate or decelerate.

[0044] In some embodiments, after the target vehicle supports the activation of the acceleration-out disengagement function for the large vehicle target, it monitors whether the following release conditions 1 to 6 are met. When any of the following release conditions 1 to 6 are met, the activation state machine of the acceleration-out disengagement function will set the state flag field for the large vehicle target to false, indicating that the acceleration-out disengagement function is not supported for the large vehicle target, and then control the target vehicle to exit the acceleration-out disengagement function: Condition 1 for removal: The target vehicle exits NOA mode; Condition 2 for cancellation: The target vehicle enters a lane-changing state; Condition 3 for removal: The target vehicle has moved away from the large vehicle target, and the distance between the rear of the target vehicle and the front of the large vehicle target is greater than the preset distance; Release condition 4: The current speed of the target vehicle is less than the second speed threshold, and the second speed threshold is less than the set speed of the target vehicle. Release condition 5: The current speed of the large vehicle target is greater than the set speed, and the duration of the speed difference between the current speed and the set speed of the large vehicle target being greater than the second difference threshold is greater than the second duration threshold. Condition 6 for termination: The duration of overlap between the target vehicle and the large vehicle target exceeds the third duration threshold.

[0045] Understandably, the preset distance, second duration threshold, and third duration threshold are all set according to actual needs. The preset distance is set to a value within the range of 8-20m, for example, it can be set to 8m, 10m, 15m, or 20m, etc. The second speed threshold is the difference between the set speed and a preset constant. The preset constant is set according to actual needs and can be set to a value within the range of 5-10kph, for example, the preset constant can be 5kph, 6kph, 7kph, or 10kph, etc. Taking a preset constant of 5kph as an example, when the set speed is 80kph, the second speed threshold is 75kph; when the set speed is 90kph, the second speed threshold is 85kph. The second duration threshold can be set to a value within the range of 3-5 seconds, for example: 3s, 4s, or 5s, etc. The third duration threshold can be set to a value within the range of 20-40s, for example: 20s, 25s, or 30s, etc.

[0046] In some embodiments, the acceleration-to-departure function is controlled by an activation state machine, which switches the target vehicle's acceleration-to-departure function between an active and deactivated state. This activation state machine is based on the target vehicle's status identifier field and the target's cooldown time. In the active state, the target vehicle accelerates to de-escape from the target vehicle; in the deactivated state, the target vehicle does not accelerate to de-escape. This achieves activation and de-activation of the acceleration-to-departure function based on the target vehicle. Thus, for vehicle A, the acceleration-to-departure function is active, while for vehicle B, it is deactivated. This ensures that the target vehicle only accelerates to de-escape from suitable targets, avoiding frequent triggering of the acceleration-to-departure action.

[0047] In some embodiments, the target vehicle will only activate the acceleration-off-departure function and perform acceleration-off-departure from the target vehicle if all triggering conditions are met simultaneously and the actual cooling time reaches the target cooling time. If any triggering condition is not met or the actual cooling time does not reach the target cooling time, the target vehicle will not activate the acceleration-off-departure function and will not perform the acceleration-off-departure from the target vehicle. The actual cooling time at the current moment is either the interval since the most recent exit from the acceleration-off-departure function or the interval since the most recent activation of the acceleration-off-departure function.

[0048] In some embodiments, the target cooling time is a preset fixed cooling time that is not dynamically adjusted.

[0049] In other embodiments, the target cooling time is dynamically adjusted. It requires correcting a pre-set base cooling time based on a fusion correction factor obtained from the fusion of multiple key signals to arrive at the target cooling time. By correcting the base cooling time using the fusion correction factor obtained from the fusion of multiple signals, the cooling time can be dynamically adjusted according to the actual usage scenario.

[0050] In some embodiments, to correct the base cooling time based on the fusion correction factor obtained from multi-source signal fusion, an M-dimensional correction factor within a preset time window is obtained; the M-dimensional correction factor is fused based on M-dimensional weight coefficients to obtain the fusion correction factor; and the base cooling time is adjusted based on the fusion correction factor to obtain the target cooling time. It can be understood that the M-dimensional correction factor corresponds one-to-one with the multi-source key signals, and each source key signal generates a correction factor in a corresponding dimension.

[0051] In some embodiments, obtaining the M-maintenance positive factor within a preset time window may include: obtaining four key signals; generating four maintenance positive factors based on the four key signals; fusing the four maintenance positive factors; and correcting the base cooling time based on the fused correction factor to obtain the target cooling time. The four key signals are: 1. Within a preset time window, the number of times or frequency of triggering the speed-up and departure function; 2. The working status of the windshield wipers of the target vehicle within a preset time window; 3. The number of times or frequency of positive intervention operations performed by the driver within the preset time window; 4. Within the preset time window, the number of times or frequency of negative intervention operations performed by the driver.

[0052] The four correction factors generated based on the four key source signals are, in order: first correction factor, second correction factor, third correction factor, and fourth correction factor. These four correction factors are then fused using four-dimensional weighting coefficients to obtain the fused correction factor.

[0053] In some embodiments, obtaining the four positive correction factors within a preset time window may include: obtaining the number of times or frequency of activation of the acceleration-off-go function by the target vehicle within the preset time window, and determining a first correction factor based on the number of activations or the frequency of activation, wherein the first correction factor is positively correlated with the number of activations or the frequency of activation; obtaining the working state of the windshield wipers of the target vehicle within the preset time window, and determining a second correction factor based on the working state, wherein the second correction factor is positively correlated with the speed of the windshield wipers; obtaining the frequency or number of positive intervention operations performed by the driver on the target vehicle when the acceleration-off-go function is in the deactivated state in the most recent few times, and determining a third correction factor based on the frequency or number of positive intervention operations, wherein the third correction factor is negatively correlated with the frequency or number of positive intervention operations; obtaining the frequency or number of negative intervention operations performed by the driver on the target vehicle when the acceleration-off-go function is in the activated state in the most recent few times, and determining a fourth correction factor based on the frequency or number of negative intervention operations, wherein the fourth correction factor is positively correlated with the frequency or number of negative intervention operations.

[0054] In some embodiments, the aforementioned multiple times can be values ​​in the range of 2 to 5 times, such as the most recent 3 times.

[0055] In this embodiment of the invention, the base cooling time is corrected by combining four maintenance positive factors generated from four key source signals, so that the actual target cooling time takes into account the driver's habits and preferences, resulting in a high degree of personalization; the system intervention is automatically reduced in adverse weather or complex scenarios, improving safety; the driver's wishes are respected, unnecessary system interference is reduced, and the user experience is improved; and the cooling time has self-learning and self-optimization capabilities, improving the level of intelligence.

[0056] In some embodiments, in order to obtain an accurate first correction factor, the number of times the data acquisition acceleration and exit function is activated is calculated according to the data acquisition time window (e.g., the most recent 5 minutes). The activation frequency (times / minute) is calculated based on the number of times the acceleration and exit function is activated within the preset time window (e.g., the most recent 5 minutes). The higher the activation frequency, the longer the cooldown time will be.

[0057] In some embodiments, the activation frequency or number of activations can be normalized to obtain a first correction factor. Taking the activation frequency as an example, the activation frequency can be processed using the following normalization method to obtain the first correction factor:

[0058] in: As the reference activation frequency, For the maximum theoretical frequency, As a scaling factor, for example, the baseline activation frequency can be set to 2 times / 5 minutes, the maximum theoretical frequency can be set to 10 times / 5 minutes, and the scaling factor can be set to 2.0. The first correction factor is the first correction factor, and the output range of the first correction factor is [0,1].

[0059] In other embodiments, a first correction factor matching the activation frequency or activation count can be determined based on a pre-established first relationship table. The first relationship table contains the mapping relationship between multiple activation frequency intervals (or multiple activation count intervals) and correction factors. The larger the frequency or the larger the count, the larger the correction factor.

[0060] In some embodiments, the working state of the windshield wipers of the target vehicle within a preset time window is normalized to obtain a second correction factor.

[0061] The operating state of the windshield wipers is determined based on their speed setting. This determined operating state is a value within a given range; the higher the speed setting, the larger the given value. The determined operating state is then normalized to obtain a second correction factor. The second correction factor can be obtained using the following normalization method:

[0062] in, As the second correction factor, This indicates the current operating status of the windshield wipers. The output range of the second correction factor is [0,1], representing the maximum operating state within a given numerical range.

[0063] In some embodiments, taking the four speed settings of the windshield wipers—"Off," "Intermittent," "Low," and "High"—as an example, it can be configured as follows: "Off" corresponds to a state value of "0," "Intermittent" corresponds to a state value of "1," "Low" corresponds to a state value of "2," and "High" corresponds to a state value of "4." The normalization formula is then: .

[0064] In other embodiments, a second correction factor matching the current operating state of the windshield wipers can be determined based on a pre-established second relationship table. This second relationship table can be configured with mappings between various speed settings and correction factors. For example, if the correction factor for "Off" is "0", and the correction factors for various speed settings such as "Intermittent", "Low Speed", and "High Speed" are "1", then normalization is unnecessary, and the state value matching the speed setting can be directly used as the correction factor. Another example: if the correction factor for "Off" is "0", "Intermittent" is "0.5", "Low Speed" is "0.7", and "High Speed" is "1".

[0065] It is understandable that positive intervention operations can include actions such as the driver actively pressing the accelerator or increasing the set speed.

[0066] In some embodiments, determining a third correction factor based on the frequency or number of positive intervention operations may include normalizing the frequency or number of positive intervention operations to obtain the third correction factor. A higher frequency and more frequent positive intervention operations result in a shorter target cooling time, thus ensuring the target cooling time meets the driver's expectations.

[0067] In some embodiments, the frequency or number of operations performing positive intervention within a preset time window can be normalized using the following normalization method to obtain a third correction factor:

[0068] in, This refers to the theoretical maximum number of positive intervention operations or the theoretical maximum frequency during the most recent (e.g., the last 3 times) periods when the acceleration disengagement function was in an exited state. The frequency or number of positive intervention operations to be performed within a preset time window. This is the third correction factor, and the output range of the third correction factor is [0,1].

[0069] In other embodiments, a third correction factor matching the operation frequency or number of operations of the positive intervention operation can be found based on a pre-established third relationship table. The third relationship table is configured with a mapping relationship between the operation frequency range (or operation number range) and the correction factor. The larger the operation frequency or the larger the operation number, the smaller the correction factor.

[0070] It is understandable that negative intervention operations can include actions such as the driver actively braking or reducing the set speed.

[0071] In some embodiments, determining the fourth correction factor based on the operation frequency or number of negative intervention operations may include: normalizing the operation frequency or number of negative intervention operations to obtain the fourth correction factor.

[0072]

[0073] in, For the most recent (e.g., the last 3 times) periods when the acceleration and disengagement function was in an active state, the maximum theoretical number of negative intervention operations or the maximum theoretical operation frequency is calculated. The output range of the fourth correction factor is [0,1].

[0074] In other embodiments, determining the fourth correction factor based on the operation frequency or number of operations of the negative intervention operation may include: finding a fourth correction factor that matches the operation frequency or number of activations of the negative intervention operation based on a pre-established fourth relationship table, wherein the fourth relationship table is configured with a mapping relationship between operation frequency ranges (or operation number ranges) and correction factors. The higher the operation frequency or the higher the number of operations in the range, the larger the correction factor.

[0075] In some embodiments, when fusing four-dimensional correction factors based on four-dimensional weighting coefficients, the following formula can be used as a reference:

[0076] in, , , , These are the four-dimensional weighting coefficients. As the first correction factor, As the second correction factor, As the third correction factor, It is the fourth correction factor. This is the fusion correction factor. , , , The sum is 1. The output range of the fusion correction factor is [0,2] or the output range of the fusion correction factor is limited to [0.5,1.5]. For example, =0.4、 =0.2、 =0.1、 =0.3.

[0077] In some embodiments, adjusting the base cooling time based on the fusion correction factor to obtain the target cooling time may include: if the fusion correction factor is greater than a preset correction threshold, extending the base cooling time to obtain the target cooling time; or if the fusion correction factor is less than the preset correction threshold, shortening the base cooling time to obtain the target cooling time.

[0078] In some embodiments, extending the base cooling time to obtain a target cooling time may include: inputting a fusion correction factor into a first nonlinear adaptive mapping function to obtain the target cooling time, wherein the first nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0079] In some embodiments, shortening the base cooling time to obtain a target cooling time may include: inputting a fusion correction factor into a second nonlinear adaptive mapping function to obtain the target cooling time, wherein the second nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0080] It is understood that in embodiments where the output range of the fusion correction factor is [0.5, 1.5], the preset correction threshold can be set to 1.0.

[0081] In some embodiments, if the fusion correction factor is equal to a preset correction threshold, the base cooling time may not be extended; instead, the base cooling time may be directly used as the target cooling time, or the fusion correction factor may be input into a first nonlinear adaptive mapping function to obtain the target cooling time.

[0082] In this embodiment of the invention, by using a first nonlinear adaptive mapping function and a second nonlinear adaptive mapping function to adjust the cooling time, a smooth adaptive adjustment of the cooling time is achieved.

[0083] In some embodiments, the first nonlinear adaptive mapping function is as follows:

[0084] in, Based on the cooldown time, For the target cooldown time, This is the fusion correction factor.

[0085] In some embodiments, the second nonlinear adaptive mapping function is as follows:

[0086] in, Based on the cooldown time, For the target cooldown time, To incorporate the correction factor, This is the attenuation coefficient. In some embodiments, the attenuation coefficient can be set to the range of 0.6-0.8, such as 0.6, 0.7, or 0.8.

[0087] In some embodiments, a maximum cooling time and a minimum cooling time can also be configured. If the cooling time calculated by the first nonlinear adaptive mapping function is greater than the maximum cooling time, the maximum cooling time is used as the target cooling time. If the cooling time calculated by the second nonlinear adaptive mapping function is less than the minimum cooling time, the minimum cooling time is used as the target cooling time. For example, the base cooling time is 10 seconds, the minimum cooling time is 5 seconds, and the maximum cooling time is 60 seconds. This allows the target cooling time to be dynamically adjusted within the range of 5-60 seconds. For instance, if the target vehicle is driving on a highway and the windshield wipers are detected operating at high speed, the cooling time is extended to 25 seconds. If the driver frequently lightly taps the brakes, the cooling time is further extended to 35 seconds, reducing system intervention by 40% and reducing driver stress. As another example, if the target vehicle is driving on urban roads and the acceleration-off-road function is detected to be triggered frequently, the cooling time is extended to 18 seconds. If the driver actively increases the set speed, the cooling time is shortened to 15 seconds, thus optimizing the driving experience while ensuring safety.

[0088] Based on the same inventive concept, this invention also provides a control device for accelerating separation from a parallel vehicle, which is applied to the target vehicle. Figure 3 A schematic diagram of a control device for accelerating disengaging from a parallel trolley according to some embodiments of the present invention is shown. For example... Figure 3As shown, the control device for accelerating separation from a parallel large vehicle provided in this embodiment of the invention includes: a target determination unit 301, used to determine at least one large vehicle target to be separated from the target vehicle when the target vehicle is in an autonomous driving mode; a data acquisition unit 302, used to acquire, for each large vehicle target, the target vehicle's own vehicle status information, the large vehicle target's current speed, and the overlapping area between the target vehicle and the large vehicle target; a judgment unit 303, used to determine whether the target vehicle is currently in a preset state based on the own vehicle status information; and a separation execution unit 304, used to activate the target vehicle's acceleration separation function based on the target cooling time if the target vehicle is currently in the preset state, the duration of the overlap quantification index being greater than a preset index threshold is greater than a first duration threshold, the speed difference between the target vehicle's set speed and the large vehicle target's current speed is less than a first difference threshold, and the large vehicle target's current acceleration is less than an acceleration threshold. The acceleration separation function is used to control the target vehicle to accelerate and separate from the large vehicle target.

[0089] In some embodiments, the vehicle status information includes the target vehicle's current driving mode, set speed, current speed, and whether it is in a lane-changing state; the control method further includes: if the target vehicle's current driving mode is NOA mode, the set speed is greater than a first speed threshold, the target vehicle's current speed reaches the set speed, and the target vehicle is not in a lane-changing state, determining that the target vehicle is currently in a preset state.

[0090] In some embodiments, the control device further includes: a factor acquisition unit, configured to acquire M maintenance positive factors within a preset time window; a fusion processing unit, configured to perform fusion processing on the M maintenance positive factors based on M-dimensional weight coefficients to obtain a fusion correction factor; and a time adjustment unit, configured to adjust the base cooling time based on the fusion correction factor to obtain the target cooling time.

[0091] In some embodiments, the M-maintenance positive factor includes a first correction factor, a second correction factor, a third correction factor, and a fourth correction factor; the factor acquisition unit is configured to: acquire the number of times or the frequency of activation of the acceleration-off-go function by the target vehicle within the preset time window, determine the first correction factor based on the number of activations or the frequency of activation, wherein the first correction factor is positively correlated with the number of activations or the frequency of activation; acquire the working state of the windshield wipers of the target vehicle within the preset time window, determine the second correction factor based on the working state, wherein the second correction factor is positively correlated with the speed of the windshield wipers; acquire the frequency or number of positive intervention operations performed by the driver on the target vehicle when the acceleration-off-go function is in the deactivated state in recent times, determine the third correction factor based on the frequency or number of positive intervention operations, wherein the third correction factor is negatively correlated with the frequency or number of positive intervention operations; acquire the frequency or number of negative intervention operations performed by the driver on the target vehicle when the acceleration-off-go function is in the activated state in recent times, determine the fourth correction factor based on the frequency or number of negative intervention operations, wherein the fourth correction factor is positively correlated with the frequency or number of negative intervention operations.

[0092] In some embodiments, the time adjustment unit includes: an extension subunit, configured to extend the base cooling time to obtain the target cooling time if the fusion correction factor is greater than a preset correction threshold; and a shortening subunit, configured to shorten the base cooling time to obtain the target cooling time if the fusion correction factor is less than the preset correction threshold.

[0093] In some embodiments, the extended subunit is configured to: input the fusion correction factor into a first nonlinear adaptive mapping function to obtain the target cooling time, wherein the first nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0094] In some embodiments, the shortening subunit is used to: input the fusion correction factor into a second nonlinear adaptive mapping function to obtain the target cooling time, wherein the second nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

[0095] In some embodiments, the first nonlinear adaptive mapping function is as follows:

[0096] in, The base cooling time, The target cooling time, is the fusion correction factor.

[0097] In some embodiments, the second nonlinear adaptive mapping function is as follows:

[0098] in, The base cooling time, The target cooling time, The fusion correction factor is... This is the attenuation coefficient.

[0099] In some embodiments, the control device further includes an exit unit, configured to: after activating the acceleration-off-departure function of the target vehicle according to the target cooling time, control the target vehicle to exit the acceleration-off-departure function when any of the following release conditions are met: the target vehicle exits NOA mode; the target vehicle enters lane-changing mode; the target vehicle has detached from the large vehicle target, and the distance between the rear of the target vehicle and the front of the large vehicle target is greater than a preset distance; the current speed of the target vehicle is less than a second speed threshold, and the second speed threshold is less than a set speed; the current speed of the large vehicle target is greater than the set speed, and the duration for which the speed difference between the current speed of the large vehicle target and the set speed is greater than a second difference threshold is greater than a second duration threshold; the duration for which the target vehicle and the large vehicle target have overlapping vehicle bodies is greater than a third duration threshold.

[0100] It should be noted that the control device for accelerating and disengaging from the parallel trolley in this embodiment of the invention is an apparatus for implementing the aforementioned control method for accelerating and disengaging from the parallel trolley. More implementation details of this control device can be found in the aforementioned embodiment of the control method for accelerating and disengaging from the parallel trolley, and will not be repeated here for the sake of brevity.

[0101] Based on the same inventive concept, embodiments of the present invention provide an electronic device. Figure 4 Schematic diagrams of electronic devices according to some embodiments of the present invention are shown. For example... Figure 4 As shown, the vehicle system includes: a memory 401, a processor 402, and a computer program stored in the memory 401 and executable on the processor 402. When the processor 402 executes the program, it implements the speed-up control method for disengaging from the parallel vehicle as described in any of the above embodiments.

[0102] Among them, Figure 4In this document, a bus architecture (represented by bus 400) is used. Bus 400 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 402 and memory represented by memory 401. Bus 400 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 405 provides an interface between bus 400 and receiver 403 and transmitter 404. Receiver 403 and transmitter 404 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 402 is responsible for managing bus 400 and general processing, while memory 401 can be used to store execution data used by processor 402 during operation.

[0103] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable code.

[0104] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer instructions. These computer instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0105] These computer instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0106] These computer instructions may also be loaded onto a computer or other programmable execution data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable apparatus for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0107] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0108] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A control method for accelerating and disengaging from a parallel trolley, characterized in that, Applied to the target vehicle, the control method includes: Identify at least one large vehicle target that the target vehicle is to detach from; The system acquires the vehicle status information of the target vehicle, the current speed and current acceleration of the target vehicle, and an overlap quantification index that characterizes the degree of overlap between the target vehicle and the target vehicle. Determine whether the target vehicle is currently in a preset state based on the vehicle status information; If the target vehicle is currently in the preset state, the duration for which the overlap quantization index is greater than the preset index threshold is greater than the first duration threshold, and the speed difference between the set speed of the target vehicle and the current speed of the large vehicle target is less than the first difference threshold, and the current acceleration of the large vehicle target is less than the acceleration threshold, the target vehicle's acceleration and departure function is activated according to the target cooling time. The acceleration and departure function is used to control the target vehicle to accelerate and leave the large vehicle target.

2. The control method for accelerating and disengaging from a parallel trolley as described in claim 1, characterized in that, The vehicle status information includes the target vehicle's current driving mode, set speed, current speed, and whether it is in a lane-changing state; the control method further includes: If the target vehicle's current driving mode is NOA mode, the set speed is greater than the first speed threshold, the target vehicle's current speed reaches the set speed, and the target vehicle is not in a lane-changing state, then the target vehicle is determined to be in a preset state.

3. The control method for accelerating and disengaging from a parallel trolley as described in claim 1, characterized in that, Also includes: Obtain the M maintenance positive factor within the preset time window; The M-dimensional weighting coefficients are used to fuse the M-dimensional correction factors to obtain the fused correction factor. The target cooling time is obtained by adjusting the base cooling time based on the fusion correction factor.

4. The control method for accelerating and disengaging from a parallel trolley as described in claim 3, characterized in that, The M maintenance positive factor includes a first correction factor, a second correction factor, a third correction factor, and a fourth correction factor; The step of obtaining the M maintenance positive factor within the preset time window includes: The number of times or frequency of activation of the acceleration disengagement function by the target vehicle within the preset time window is obtained, and the first correction factor is determined based on the number of activations or the activation frequency. The first correction factor is positively correlated with the number of activations or the activation frequency. The working status of the windshield wipers of the target vehicle within the preset time window is obtained, and the second correction factor is determined based on the working status. The second correction factor is positively correlated with the speed of the windshield wipers. When the acceleration disengagement function has been in the deactivated state for the most recent times, the frequency or number of times the driver performs positive intervention operations on the target vehicle is obtained. The third correction factor is determined based on the frequency or number of positive intervention operations, and the third correction factor is negatively correlated with the frequency or number of positive intervention operations. If the acceleration disengagement function has been activated in the most recent few times, the frequency or number of times the driver performs negative intervention operations on the target vehicle is obtained. The fourth correction factor is determined based on the frequency or number of negative intervention operations, and the fourth correction factor is positively correlated with the frequency or number of negative intervention operations.

5. The control method for accelerating and disengaging from a parallel trolley as described in claim 3, characterized in that, The step of adjusting the base cooling time based on the fusion correction factor to obtain the target cooling time includes: If the fusion correction factor is greater than the preset correction threshold, the base cooling time is extended to obtain the target cooling time; If the fusion correction factor is less than the preset correction threshold, the base cooling time is shortened to obtain the target cooling time.

6. The control method for accelerating and disengaging from a parallel trolley as described in claim 5, characterized in that, The step of extending the base cooling time to obtain the target cooling time includes: The fusion correction factor is input into a first nonlinear adaptive mapping function to obtain the target cooling time, wherein the first nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor; The process of shortening the base cooling time to obtain the target cooling time includes: The fusion correction factor is input into a second nonlinear adaptive mapping function to obtain the target cooling time, wherein the second nonlinear adaptive mapping function is related to the base cooling time and the fusion correction factor.

7. The control method for accelerating and disengaging from a parallel trolley as described in claim 6, characterized in that, The first nonlinear adaptive mapping function is as follows: in, The base cooling time, The target cooling time, The fusion correction factor; The second nonlinear adaptive mapping function is as follows: in, The base cooling time, The target cooling time, The fusion correction factor is... This is the attenuation coefficient.

8. The control method for accelerating and disengaging from a parallel trolley as described in claim 1, characterized in that, After activating the acceleration-off disengagement function of the target vehicle based on the target cooling time, the target vehicle is controlled to exit the acceleration-off disengagement function when any of the following release conditions are met: The target vehicle exits NOA mode; The target vehicle enters a lane-changing state; The target vehicle has detached from the large vehicle target, and the distance between the rear of the target vehicle and the front of the large vehicle target is greater than a preset distance; The target vehicle's current speed is less than a second speed threshold, and the second speed threshold is less than the set speed. The current speed of the large vehicle target is greater than the set speed, and the duration of the speed difference between the current speed of the large vehicle target and the set speed being greater than the second difference threshold is greater than the second duration threshold. The duration during which the target vehicle and the large vehicle target have overlapping body lengths is greater than the third duration threshold.

9. A control device for accelerating and disengaging from a parallel trolley, characterized in that, Applied to the target vehicle, the control device includes: The target determination unit is used to determine at least one large vehicle target that the target vehicle needs to detach from when the target vehicle is in an autonomous driving mode. The data acquisition unit is used to acquire the vehicle status information of the target vehicle, the current speed and current acceleration of the large vehicle target, and the overlap quantification index characterizing the degree of overlap between the target vehicle and the large vehicle target. The judgment unit is used to determine whether the target vehicle is currently in a preset state based on the vehicle status information; The disengagement execution unit is configured to activate the target vehicle's acceleration disengagement function based on the target cooling time if the target vehicle is currently in the preset state, the duration for which the overlap quantization index is greater than the preset index threshold is greater than the first duration threshold, the speed difference between the target vehicle's set speed and the current speed of the large vehicle target is less than the first difference threshold, and the current acceleration of the large vehicle target is less than the acceleration threshold. The acceleration disengagement function is used to control the target vehicle to accelerate and disengage from the large vehicle target.

10. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the control method for accelerating the disengagement of a parallel trolley as described in any one of claims 1-8.

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