A vehicle longitudinal behavior control method, device, equipment and storage medium

Abstract

The application discloses a vehicle longitudinal behavior control method, device, equipment and storage medium. The method comprises the following steps: obtaining an initial driving state and a speed limit point sequence of a target vehicle; determining accumulated displacement within a preset preview time and braking distance of each speed limit point based on the initial driving state, the speed limit point sequence, a comfortable deceleration lower limit, a comfortable acceleration upper limit, a jerk lower limit and a jerk upper limit; determining an effective action distance and a corresponding speed limit point set based on a preset braking critical condition, a preset reachable condition, the accumulated displacement and the braking distance; determining a selected expected acceleration of each speed limit point based on a preset reaction time, a preset acceleration scaling coefficient, the speed limit point sequence, the comfortable deceleration lower limit and the comfortable acceleration upper limit; and determining a target expected speed and a target expected acceleration based on the speed limit point set and the selected expected acceleration. The application can realize efficient control of vehicle longitudinal behavior, reduce excessive conservative deceleration, and ensure driving safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, apparatus, device, and storage medium for controlling the longitudinal behavior of a vehicle. Background Technology

[0002] In highway scenarios where vehicles need to travel stably for extended periods, sudden changes in speed limit signs can easily occur, leading to frequent adjustments in longitudinal control. This can cause discomfort for passengers and even the risk of rear-end collisions. To reduce safety hazards and a decline in driving experience, achieving adaptive, smooth, and safe longitudinal behavior control of vehicles is of significant research importance.

[0003] Currently, traditional vehicle longitudinal behavior control methods mainly rely on kinematic formulas or fixed reaction times to estimate deceleration, indiscriminately incorporating distant speed limit points into the decision-making process. However, traditional vehicle longitudinal behavior control methods are poorly adaptable to dynamic traffic environments. In scenarios involving speed limit point transitions, they are prone to generating excessive acceleration or insufficient safety margins, leading to overly conservative deceleration, low control efficiency and accuracy, and a high misjudgment rate. Consequently, they cannot simultaneously guarantee driving safety, passenger comfort, and traffic efficiency. Summary of the Invention

[0004] This invention provides a method, device, equipment, and storage medium for controlling the longitudinal behavior of vehicles, thereby achieving efficient control of the longitudinal behavior of vehicles, improving adaptability to dynamic traffic environments, reducing excessive conservative deceleration, greatly improving control efficiency and accuracy, reducing misjudgment rate, and thus ensuring driving safety, ride comfort, and traffic efficiency.

[0005] According to one aspect of the present invention, a method for controlling the longitudinal behavior of a vehicle is provided, the method comprising: Obtain the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and obtain the lower limit of the comfortable deceleration, the upper limit of the comfortable acceleration, the lower limit of the jerk, and the upper limit of the jerk corresponding to the target vehicle; Based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration, motion simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. Based on preset braking critical conditions, preset reachability conditions, the cumulative displacement and the braking distance, the speed limit point sequence is filtered to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance. Based on the preset reaction time, preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration and the upper limit of comfortable acceleration, the acceleration is estimated for each speed limit point in the speed limit point sequence to determine the candidate desired acceleration corresponding to each speed limit point; Based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point, the target expected speed and target expected acceleration corresponding to the target vehicle are determined.

[0006] According to another aspect of the present invention, a vehicle longitudinal behavior control device is provided, the device comprising: The data acquisition module is used to acquire the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and to acquire the lower limit of the comfortable deceleration, the upper limit of the comfortable acceleration, the lower limit of the jerk, and the upper limit of the jerk corresponding to the target vehicle. The motion simulation module is used to perform motion simulation on the target vehicle based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration, and to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. The effective distance determination module is used to filter the speed limit point sequence based on preset braking critical conditions, preset reachability conditions, the cumulative displacement and the braking distance, and determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance; The candidate acceleration determination module is used to estimate the acceleration for each speed limit point in the speed limit point sequence based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration and the upper limit of comfortable acceleration, and to determine the candidate desired acceleration corresponding to each speed limit point. The target acceleration determination module is used to determine the target expected speed and target expected acceleration of the target vehicle based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point.

[0007] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle longitudinal behavior control method according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle longitudinal behavior control method according to any embodiment of the present invention.

[0009] The technical solution of this invention obtains the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and obtains the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk corresponding to the target vehicle, laying a reliable data foundation for subsequent kinematic derivation. Based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk, motion simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. This allows for an advance assessment of whether the vehicle can smoothly decelerate before the speed limit point, providing a quantitative basis for subsequent screening. Based on preset braking critical conditions, preset reachability conditions, the cumulative displacement, and the braking distance, the speed limit point sequence is screened to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance. This limits the attention interval for longitudinal control, reduces computational complexity, and ensures that only speed limit points that truly affect the current driving behavior participate in the decision-making process, improving response accuracy. Based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration, and the upper limit of comfortable acceleration, acceleration estimation is performed on each speed limit point in the speed limit point sequence to determine the candidate desired acceleration corresponding to each speed limit point, providing data support for subsequent steps. Based on the set of speed limit points corresponding to the effective action distance and the candidate desired acceleration corresponding to each speed limit point, the target desired speed and target desired acceleration corresponding to the target vehicle are determined, ensuring the safety and comfort of vehicle longitudinal behavior control. This invention determines the constraint activation conditions of each speed limit point through the joint determination of cumulative displacement forward extrapolation and braking critical distance, obtains the effective action distance, and then combines the required desired acceleration of each speed limit point to select the most stringent and reasonable speed limit point, outputting the target desired vehicle speed and target desired acceleration, achieving safe and comfortable vehicle longitudinal behavior control, improving adaptability to dynamic traffic environments, reducing excessive conservative deceleration, greatly improving control efficiency and accuracy, reducing the misjudgment rate, thereby ensuring driving safety, ride comfort, and traffic efficiency.

[0010] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart of a vehicle longitudinal behavior control method provided in Embodiment 1 of the present invention; Figure 2 This is a flowchart of a vehicle longitudinal behavior control method provided in Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of the structure of a vehicle longitudinal behavior control device according to Embodiment 3 of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device that implements the vehicle longitudinal behavior control method of the present invention. Detailed Implementation

[0013] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0014] It should be noted that the terms "first," "second," "target," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0015] Example 1 Figure 1This is a flowchart illustrating a vehicle longitudinal behavior control method according to Embodiment 1 of the present invention. This embodiment is applicable to controlling the longitudinal behavior of autonomous vehicles in highway scenarios. The method can be executed by a vehicle longitudinal behavior control device, which can be implemented in hardware and / or software. This vehicle longitudinal behavior control device can be configured in an electronic device. Figure 1 As shown, the method includes: S110. Obtain the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and obtain the lower limit of comfort deceleration, the upper limit of comfort acceleration, the lower limit of jerk and the upper limit of jerk corresponding to the target vehicle.

[0016] The target vehicle can refer to a vehicle traveling on a highway. The initial driving state refers to the target vehicle's current driving state, which may include the current speed (initial driving speed) and the current acceleration (initial longitudinal acceleration). The vehicle's travel path can refer to a geometric trajectory extending forward along the navigation / planned lane from the target vehicle's current position. The speed limit sequence can refer to multiple speed limit points along the vehicle's travel path, along with the target speed limit and relative distance to the target vehicle at each point. The lower limit of comfort deceleration can refer to the lower limit of acceleration that the target vehicle can achieve to meet passenger comfort requirements, such as -3 m / s². 2 The upper limit of comfort acceleration can refer to the maximum acceleration that a vehicle can achieve to meet passenger comfort goals, such as +3 m / s². 2 The lower limit of jerk can refer to the lower limit of the rate of change of acceleration. The upper limit of jerk can refer to the upper limit of the rate of change of acceleration.

[0017] Specifically, it obtains the target vehicle's current speed, current acceleration, and other initial driving states; it can obtain a sequence of speed limit points along the target vehicle's path from a high-precision map or perception module (each speed limit point includes its relative position and speed limit value); and it can obtain the comfort acceleration and deceleration boundaries that change with speed using a speed lookup table function: the lower limit of comfort deceleration (e.g., -3 m / s²). 2 Comfortable acceleration limit (e.g., 3m / s²) 2 ), lower and upper limits of jerk (e.g., -2m / s²) 3 2m / s 3 These parameters can come from calibration tables or user preference settings, which transform subjective comfort into calculable numerical boundaries, giving subsequent planning clear hard constraints. The initial driving state provides a starting point for subsequent simulations and lays the foundation for subsequent kinematic derivation.

[0018] S120. Based on the initial driving state, speed limit point sequence, lower limit of comfortable deceleration, upper limit of comfortable acceleration, lower limit of jerk and upper limit of jerk, perform motion simulation on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point.

[0019] The preset preview time can refer to the pre-set forward simulation time of the target vehicle. The cumulative displacement can refer to the maximum distance that the target vehicle can move during the forward simulation within the preset preview time. The braking distance can refer to the distance required for the target vehicle to decelerate from its current speed to the target speed limit at a certain speed limit point.

[0020] Specifically, starting from the initial driving state, within a preset preview time (e.g., 8 seconds), the system uses upper and lower limits for comfort acceleration and jerk to recursively simulate the vehicle's possible trajectory through kinematics, calculating the vehicle's speed and position at each moment, and thus obtaining the cumulative displacement during that period. Simultaneously, for each speed limit point, the system calculates the braking distance required for the vehicle to decelerate comfortably from its current speed to the speed limit value. By calculating the braking distance, it's possible to assess in advance whether the vehicle can smoothly decelerate before the speed limit point, providing a quantitative basis for subsequent screening.

[0021] S130. Based on preset braking critical conditions, preset reachability conditions, cumulative displacement and braking distance, the speed limit point sequence is screened to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance.

[0022] Among these, the preset braking critical condition can refer to the pre-set conditions used to determine whether the speed limit point is reachable within the range of comfortable braking capability. The preset reachability condition can refer to the pre-set conditions used to determine whether the speed limit point is reachable within a preset preview time. The effective action distance can refer to the farthest distance that the longitudinal behavior control of the target vehicle needs to consider. The set of speed limit points can refer to all speed limit points within the effective action distance.

[0023] Specifically, the preset braking critical condition can be that if the braking distance required for the vehicle to decelerate at a comfortable rate to the speed limit at the current speed is less than or equal to the distance from the vehicle's current position to the speed limit plus a safety margin, then the speed limit is considered achievable; otherwise, it is considered impossible to decelerate before that point (earlier intervention is required). The preset reachability condition can be that only speed limit points are considered if the cumulative displacement of the vehicle within a preset preview time can reach certain locations. Combining both, points that are "unreachable" or "outside the preview range" are removed from the speed limit point sequence, and the remaining speed limit points constitute the effective set. The relative distance between the farthest point of the effective set and the target vehicle is the effective action distance. All speed limit points within the effective action distance constitute the set of speed limit points corresponding to the effective action distance. By filtering out distant or unachievable speed limit points, the controller can avoid wasting computing power or generating invalid commands for unrealistic speed limit targets. The effective action distance limits the focus area of ​​longitudinal control, reduces computational complexity, and ensures that only speed limit points that truly affect current driving behavior participate in the decision-making process, improving response accuracy.

[0024] For example, S130 may include: based on preset braking critical conditions, preset reachability conditions, cumulative displacement and braking distance, selecting all speed limit points in the speed limit point sequence that satisfy at least one of the preset braking critical conditions and preset reachability conditions; comparing the relative distances corresponding to each selected speed limit point, determining the maximum value of the relative distances of all speed limit points as the effective action distance, and determining all speed limit points within the effective action distance as the set of speed limit points corresponding to the effective action distance.

[0025] Specifically, the process iterates through each speed limit point in the speed limit point sequence. It filters points based on their relative distance to the target vehicle (distance from the current position to that point) and the corresponding braking distance, combined with the target vehicle's cumulative displacement. A preset braking critical condition can be defined as the relative distance being less than or equal to the sum of the braking distance and the safety margin; that is, the vehicle cannot reach the speed limit before reaching the point using comfort deceleration, requiring early intervention. A preset reachability condition can be defined as the relative distance being less than or equal to the cumulative displacement; that is, the vehicle can reach the point within a preset preview time. During filtering, if at least one condition (braking critical or reachable) is met, the point is marked as a candidate point. The relative distances corresponding to each speed limit point are compared, and the maximum relative distance among all speed limit points is taken as the effective operating distance. All speed limit points within the effective operating distance are included in the set of speed limit points corresponding to the effective operating distance. This avoids the controller wasting computational power or generating invalid commands for unrealistic speed limit targets, thus improving the comfort and safety of vehicle longitudinal behavior control.

[0026] S140. Based on the preset reaction time, preset acceleration scaling factor, speed limit point sequence, lower limit of comfort deceleration and upper limit of comfort acceleration, perform acceleration estimation for each speed limit point in the speed limit point sequence, and determine the candidate desired acceleration corresponding to each speed limit point.

[0027] The preset reaction time can refer to the pre-set reaction time required for the target vehicle to go from sensing to making a specific decision. The preset acceleration scaling factor can refer to the pre-set factor used to scale the estimated acceleration. The candidate desired acceleration can refer to the acceleration required for the target vehicle to travel at the current constant speed for each speed limit point, after the reaction time, to decelerate uniformly to the speed limit point and reach the speed limit.

[0028] Specifically, for each speed limit point in the speed limit point sequence, a preset reaction time (e.g., 0.5s, simulating driver / system delay) is introduced. Combining the target vehicle's current speed with the relative distance between the speed limit point and the target vehicle, the acceleration required for the target vehicle to decelerate uniformly to the speed limit point and reach the speed limit is estimated after the preset reaction time at its current speed. This amplified acceleration is then amplified using an acceleration scaling factor. If the amplified acceleration falls within the range defined by the lower and upper limits of comfortable deceleration, it is used as the candidate desired acceleration for that speed limit point. The reaction time and scaling factor enhance the algorithm's robustness, allowing it to adapt to perceptual delays and actuator differences, thus providing reliable data support for determining the subsequent desired target acceleration.

[0029] For example, S140 may include: for each speed limit point, determining the estimated acceleration required for the target vehicle to decelerate uniformly to the speed limit point and reach the target speed after a preset reaction time while traveling at a constant initial speed; amplifying the estimated acceleration based on a preset acceleration scaling factor, and comparing the amplified estimated acceleration with the lower limit of comfortable deceleration and the upper limit of comfortable acceleration to determine the candidate desired acceleration corresponding to each speed limit point.

[0030] Specifically, for each speed limit point, based on the relative distance to that speed limit point and the target speed limit, it is assumed that the target vehicle starts to decelerate uniformly after a preset reaction time from its initial speed. The target vehicle is required to reduce its speed to the target speed upon reaching the speed limit point. Using kinematic formulas, the acceleration required for the target vehicle to complete this assumption is calculated, i.e., the estimated acceleration. This estimated acceleration is then amplified using a preset acceleration scaling factor. The amplified estimated acceleration is compared with the lower and upper limits of comfortable deceleration. If the amplified estimated acceleration falls within the range defined by these two limits, it is determined as the candidate desired acceleration for the speed limit point. If the amplified estimated acceleration exceeds this range, the lower limit is determined as the candidate desired acceleration for the speed limit point. This ensures vehicle comfort, avoids overly conservative deceleration, and balances safety and smoothness. It should be noted that if the current speed is already within the allowable error range of the target speed limit, the desired acceleration is zero.

[0031] S150. Based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point, determine the target expected speed and target expected acceleration of the target vehicle.

[0032] Here, the target desired speed can refer to the final target speed provided to the vehicle's longitudinal controller for longitudinal behavior control. The target desired acceleration can refer to the final acceleration provided to the vehicle's longitudinal controller for longitudinal behavior control, used to ensure the vehicle reaches the target desired speed comfortably and safely.

[0033] Specifically, within the set of speed-limiting points corresponding to the effective operating distance, the speed-limiting point with the largest required deceleration (smallest desired acceleration) is selected as the dominant constraint; when multiple points have the same acceleration, the point with the lower speed limit value is selected first. The speed limit value of the dominant point and the corresponding desired acceleration are processed by dead-zone and hysteresis logic and then written into the longitudinal control action as the target desired speed and target desired acceleration of the target vehicle, thereby realizing closed-loop control of the vehicle's longitudinal behavior, taking into account safety, comfort, and efficiency.

[0034] In this embodiment, by acquiring the initial driving state of the target vehicle and the sequence of speed limit points corresponding to the vehicle's driving path, and by acquiring the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk corresponding to the target vehicle, a reliable data foundation is laid for subsequent kinematic derivation. Based on the initial driving state, the sequence of speed limit points, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk, motion simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. This allows for an advance assessment of whether the vehicle can smoothly decelerate before the speed limit point, providing a quantitative basis for subsequent screening. Based on preset braking critical conditions, preset reachability conditions, cumulative displacement, and braking distance, the sequence of speed limit points is screened to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance. This limits the scope of concern for longitudinal control, reduces computational complexity, and ensures that only speed limit points that truly affect the current driving behavior participate in the decision-making process, improving response accuracy. Based on preset reaction time, preset acceleration scaling factor, speed limit point sequence, lower limit of comfortable deceleration, and upper limit of comfortable acceleration, acceleration estimation is performed for each speed limit point in the speed limit point sequence to determine the candidate expected acceleration corresponding to each speed limit point, providing data support for subsequent steps. Based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point, the target expected speed and target expected acceleration for the target vehicle are determined, ensuring the safety and comfort of vehicle longitudinal behavior control. This invention determines the constraint activation conditions of each speed limit point through the joint determination of cumulative displacement forward extrapolation and braking critical distance, obtains the effective action distance, and then combines the required expected acceleration for each speed limit point to select the most stringent and reasonable speed limit point, outputting the target expected vehicle speed and target expected acceleration, achieving safe and comfortable vehicle longitudinal behavior control, improving adaptability to dynamic traffic environments, reducing excessive conservative deceleration, greatly improving control efficiency and accuracy, reducing the misjudgment rate, thereby ensuring driving safety, ride comfort, and traffic efficiency.

[0035] Example 2 Figure 2 This is a flowchart of a vehicle longitudinal behavior control method provided in Embodiment 2 of the present invention. Based on the above embodiments, this embodiment optimizes the step of "performing motion simulation on the target vehicle based on the initial driving state, speed limit point sequence, lower limit of comfortable deceleration, upper limit of comfortable acceleration, lower limit of jerk, and upper limit of jerk, to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point". Explanations of terms that are the same as or corresponding to those in the above embodiments are not repeated here.

[0036] See Figure 2 Another vehicle longitudinal behavior control method provided in this embodiment specifically includes the following steps: S210. Obtain the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and obtain the lower limit of comfort deceleration, the upper limit of comfort acceleration, the lower limit of jerk and the upper limit of jerk corresponding to the target vehicle.

[0037] S220. Based on the initial driving state, the upper limit of comfort acceleration, and the upper limit of jerk, a forward simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time.

[0038] Specifically, starting from the initial driving state of the target vehicle, within a preset preview time (e.g., 8 seconds), the vehicle speed and position at each moment are calculated by using the upper limit of comfort acceleration and the upper limit of jerk acceleration through the possible motion trajectory of the forward-simulating vehicle, thereby obtaining the cumulative displacement within that time period, which can provide a basis for judging the subsequent preset reachability conditions.

[0039] For example, S220 may include: within a preset preview time, performing a forward simulation of the target vehicle based on the initial driving speed and initial longitudinal acceleration at preset time steps, wherein in each preset time step the acceleration of the target vehicle is made to approach and limit the upper limit of the comfortable acceleration according to the upper limit of the jerk, and the displacement value of the target vehicle within each preset time step is accumulated to determine the cumulative displacement of the target vehicle within the preset preview time.

[0040] Specifically, within the preset preview time, the longitudinal motion of the target vehicle is simulated forward using discrete time steps (i.e., preset time steps). In each step, the longitudinal acceleration of the target vehicle is made to approach and limit the upper limit of the comfortable acceleration according to the upper limit of the jerk. The speed and displacement are continuously updated, and the speed is not lower than zero. The displacement of each preset time step is accumulated to obtain the achievable distance of the target vehicle within the preset preview time, i.e., the accumulated displacement, which provides a basis for the subsequent judgment of preset reachability conditions.

[0041] S230. Based on the initial driving state, speed limit point sequence, lower limit of comfortable deceleration and lower limit of acceleration, brake simulation is performed on the target vehicle to determine the braking distance corresponding to each speed limit point.

[0042] Specifically, for each speed limit point, starting from the initial driving state, the lower limit of comfortable deceleration and the lower limit of acceleration are used to calculate the braking distance required for the target vehicle to decelerate from the current speed to the speed limit value through braking simulation. This helps to avoid sudden braking or jerking and provides a reliable basis for subsequent speed limit point selection.

[0043] For example, S230 may include: for each speed limit point, in response to the target speed limit being less than the initial driving speed of the target vehicle, using the initial driving speed and initial longitudinal acceleration of the target vehicle as initial values, and based on the lower limit of comfortable deceleration and the lower limit of acceleration, performing a braking simulation on the target vehicle to determine the braking distance required for the target vehicle to decelerate from the initial driving speed to the target speed limit.

[0044] Specifically, for each speed limit point, if the target speed limit at the speed limit point is less than the initial driving speed of the target vehicle, then the initial driving speed and initial longitudinal acceleration of the target vehicle are used as initial values, and braking simulation is performed under the constraints of acceleration and comfortable deceleration (for example, a more conservative acceleration setting can be used, such as half of the lower limit of the actual acceleration). The braking distance required to decelerate from the initial driving speed to the target speed limit point is obtained, providing a reliable basis for the subsequent selection of speed limit points.

[0045] S240. Based on preset braking critical conditions, preset reachability conditions, cumulative displacement and braking distance, the speed limit point sequence is screened to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance.

[0046] S250: Based on the preset reaction time, preset acceleration scaling factor, speed limit point sequence, lower limit of comfort deceleration and upper limit of comfort acceleration, perform acceleration estimation for each speed limit point in the speed limit point sequence, and determine the candidate desired acceleration corresponding to each speed limit point.

[0047] S260. Based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point, determine the target expected speed and target expected acceleration of the target vehicle.

[0048] The technical solution of this embodiment performs forward simulation on the target vehicle based on the initial driving state, the upper limit of comfortable acceleration, and the upper limit of jerk, determining the cumulative displacement of the target vehicle within a preset preview time, providing a basis for subsequent reachability condition judgment. Based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, and the lower limit of jerk, braking simulation is performed on the target vehicle to determine the braking distance corresponding to each speed limit point, providing a data basis for subsequent braking critical conditions. This invention, by performing forward and braking simulations on the target vehicle, can provide data support for the subsequent selection of speed limit points, helping to reduce computational load and focus on areas that truly require intervention, avoiding sudden braking or jerking of the vehicle.

[0049] Example 3 Figure 3 This is a structural schematic diagram of a vehicle longitudinal behavior control device provided in Embodiment 3 of the present invention. Figure 3As shown, the device includes: a data acquisition module 310, a motion simulation module 320, an effective distance determination module 330, a candidate acceleration determination module 340, and a target acceleration determination module 350; The data acquisition module 310 is used to acquire the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle driving path, and to acquire the lower limit of the comfortable deceleration, the upper limit of the comfortable acceleration, the lower limit of the jerk and the upper limit of the jerk corresponding to the target vehicle. The motion simulation module 320 is used to perform motion simulation on the target vehicle based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration, and to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. The effective distance determination module 330 is used to filter the speed limit point sequence based on preset braking critical conditions, preset reachability conditions, the cumulative displacement and the braking distance, and determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance. The candidate acceleration determination module 340 is used to estimate the acceleration of each speed limit point in the speed limit point sequence based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfort deceleration and the upper limit of comfort acceleration, and to determine the candidate desired acceleration corresponding to each speed limit point. The target acceleration determination module 350 is used to determine the target expected speed and target expected acceleration of the target vehicle based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point.

[0050] In this embodiment, by acquiring the initial driving state of the target vehicle and the sequence of speed limit points corresponding to the vehicle's driving path, and obtaining the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk corresponding to the target vehicle, a reliable data foundation is laid for subsequent kinematic derivation. Based on the initial driving state, the sequence of speed limit points, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of jerk, and the upper limit of jerk, motion simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. This allows for an advance assessment of whether the vehicle can smoothly decelerate before the speed limit point, providing a quantitative basis for subsequent screening. Based on preset braking critical conditions, preset reachability conditions, the cumulative displacement, and the braking distance, the sequence of speed limit points is screened to determine the effective action distance corresponding to the sequence of speed limit points and the set of speed limit points corresponding to the effective action distance. This limits the attention interval of longitudinal control, reduces computational complexity, and ensures that only speed limit points that truly affect the current driving behavior participate in the decision-making process, improving response accuracy. Based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration, and the upper limit of comfortable acceleration, acceleration estimation is performed on each speed limit point in the speed limit point sequence to determine the candidate desired acceleration corresponding to each speed limit point, providing data support for subsequent steps. Based on the set of speed limit points corresponding to the effective action distance and the candidate desired acceleration corresponding to each speed limit point, the target desired speed and target desired acceleration corresponding to the target vehicle are determined, ensuring the safety and comfort of vehicle longitudinal behavior control. This invention determines the constraint activation conditions of each speed limit point through the joint determination of cumulative displacement forward extrapolation and braking critical distance, obtains the effective action distance, and then combines the required desired acceleration of each speed limit point to select the most stringent and reasonable speed limit point, outputting the target desired vehicle speed and target desired acceleration, achieving safe and comfortable vehicle longitudinal behavior control, improving adaptability to dynamic traffic environments, reducing excessive conservative deceleration, greatly improving control efficiency and accuracy, reducing the misjudgment rate, thereby ensuring driving safety, ride comfort, and traffic efficiency.

[0051] Optionally, the initial driving state includes the initial driving speed and the initial longitudinal acceleration; the speed limit point sequence includes multiple speed limit points and the target speed limit corresponding to each speed limit point and the relative distance between each speed limit point and the target vehicle.

[0052] Optionally, the motion simulation module 320 includes: The cumulative displacement determination unit is used to perform forward simulation on the target vehicle based on the initial driving state, the upper limit of comfort acceleration, and the upper limit of jerk, and to determine the cumulative displacement of the target vehicle within a preset preview time. The braking distance determination unit is used to perform braking simulation on the target vehicle based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, and the lower limit of acceleration, and to determine the braking distance corresponding to each speed limit point.

[0053] Optionally, the cumulative displacement determination unit is specifically used to: perform forward simulation of the target vehicle based on the initial driving speed and initial longitudinal acceleration within a preset preview time, wherein in each preset time step, the acceleration of the target vehicle is made to approach and limit the upper limit of the comfortable acceleration according to the upper limit of the jerk, and the displacement value of the target vehicle within each preset time step is accumulated to determine the cumulative displacement of the target vehicle within the preset preview time.

[0054] Optionally, the braking distance determination unit is specifically used to: for each speed limit point, in response to the target speed limit being less than the initial driving speed of the target vehicle, using the initial driving speed and the initial longitudinal acceleration of the target vehicle as initial values, and based on the lower limit of comfortable deceleration and the lower limit of acceleration, perform braking simulation on the target vehicle to determine the braking distance required for the target vehicle to decelerate from the initial driving speed to the target speed limit.

[0055] Optionally, the effective distance determination module 330 is specifically used to: based on preset braking critical conditions, preset reachability conditions, the cumulative displacement, and the braking distance, filter out all speed-limiting points in the speed-limiting point sequence that satisfy at least one of the preset braking critical conditions and the preset reachability conditions; compare the relative distances corresponding to each speed-limiting point obtained by filtering, determine the maximum value of the relative distances of all speed-limiting points as the effective action distance, and determine all speed-limiting points within the effective action distance as the set of speed-limiting points corresponding to the effective action distance.

[0056] Optionally, the candidate acceleration determination module 340 is specifically used for: for each speed limit point, determining the estimated acceleration required for the target vehicle to decelerate uniformly to the speed limit point and reach the target speed limit after a preset reaction time while driving at the initial driving speed; amplifying the estimated acceleration based on the preset acceleration scaling factor, and comparing the amplified estimated acceleration with the lower limit of comfortable deceleration and the upper limit of comfortable acceleration to determine the candidate expected acceleration corresponding to each speed limit point.

[0057] The above-described device can execute the vehicle longitudinal behavior control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the vehicle longitudinal behavior control method.

[0058] Example 4 Figure 4This is a schematic diagram of an electronic device implementing the vehicle longitudinal behavior control method of this invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0059] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded into the RAM 13 from storage unit 18. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0060] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0061] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle longitudinal behavior control methods.

[0062] In some embodiments, the vehicle longitudinal behavior control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle longitudinal behavior control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle longitudinal behavior control method by any other suitable means (e.g., by means of firmware).

[0063] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication unit 19, or installed from storage unit 18, or installed from ROM 12. When the computer program is executed by processor 11, it performs the functions defined in the methods of the embodiments of the present invention.

[0064] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0065] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0066] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0067] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0068] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0069] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0070] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0071] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling the longitudinal behavior of a vehicle, characterized in that, include: Obtain the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and obtain the lower limit of the comfortable deceleration, the upper limit of the comfortable acceleration, the lower limit of the jerk, and the upper limit of the jerk corresponding to the target vehicle; Based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration, motion simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. Based on preset braking critical conditions, preset reachability conditions, the cumulative displacement and the braking distance, the speed limit point sequence is filtered to determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance. Based on the preset reaction time, preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration and the upper limit of comfortable acceleration, the acceleration is estimated for each speed limit point in the speed limit point sequence to determine the candidate desired acceleration corresponding to each speed limit point; Based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point, the target expected speed and target expected acceleration corresponding to the target vehicle are determined.

2. The method according to claim 1, characterized in that, The initial driving state includes the initial driving speed and the initial longitudinal acceleration; the speed limit point sequence includes multiple speed limit points and the target speed limit corresponding to each speed limit point and the relative distance between each speed limit point and the target vehicle.

3. The method according to claim 2, characterized in that, The motion simulation of the target vehicle is performed based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point, including: Based on the initial driving state, the upper limit of comfort acceleration, and the upper limit of jerk, a forward simulation is performed on the target vehicle to determine the cumulative displacement of the target vehicle within a preset preview time. Based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, and the lower limit of acceleration, braking simulation is performed on the target vehicle to determine the braking distance corresponding to each speed limit point.

4. The method according to claim 3, characterized in that, The step of performing a forward simulation of the target vehicle based on the initial driving state, the upper limit of comfort acceleration, and the upper limit of jerk, to determine the cumulative displacement of the target vehicle within a preset preview time, includes: Within a preset preview time, based on the initial driving speed and initial longitudinal acceleration, the target vehicle is simulated forward at preset time steps. In each preset time step, the acceleration of the target vehicle is made to approach and limit the upper limit of the comfortable acceleration according to the upper limit of the jerk. The displacement value of the target vehicle within each preset time step is accumulated to determine the cumulative displacement of the target vehicle within the preset preview time.

5. The method according to claim 3, characterized in that, The braking simulation of the target vehicle based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, and the lower limit of acceleration is used to determine the braking distance corresponding to each speed limit point, including: For each speed limit point, in response to the target speed limit being less than the initial driving speed of the target vehicle, using the initial driving speed and the initial longitudinal acceleration of the target vehicle as initial values, and based on the lower limit of comfortable deceleration and the lower limit of acceleration, a braking simulation is performed on the target vehicle to determine the braking distance required for the target vehicle to decelerate from the initial driving speed to the target speed limit.

6. The method according to claim 2, characterized in that, The process of filtering the speed limit point sequence based on preset braking critical conditions, preset reachability conditions, the cumulative displacement, and the braking distance to determine the effective operating distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective operating distance includes: Based on preset braking critical conditions, preset reachability conditions, the cumulative displacement, and the braking distance, all speed-limiting points in the speed-limiting point sequence that satisfy at least one of the preset braking critical conditions and the preset reachability conditions are selected. The relative distances corresponding to each speed limit point obtained by the screening are compared, and the maximum value of the relative distances of all speed limit points is determined as the effective effective distance. All speed limit points within the effective effective distance are determined as the set of speed limit points corresponding to the effective effective distance.

7. The method according to claim 2, characterized in that, The step of estimating acceleration for each speed limit point in the speed limit point sequence based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration, and the upper limit of comfortable acceleration, and determining the candidate desired acceleration corresponding to each speed limit point, includes: For each speed limit point, determine the estimated acceleration required for the target vehicle to decelerate uniformly to the speed limit point and reach the target speed limit after a preset reaction time when traveling at the initial driving speed; The estimated acceleration is amplified based on the preset acceleration scaling factor, and the amplified estimated acceleration is compared with the lower limit of comfortable deceleration and the upper limit of comfortable acceleration to determine the candidate desired acceleration corresponding to each speed limit point.

8. A vehicle longitudinal behavior control device, characterized in that, include: The data acquisition module is used to acquire the initial driving state of the target vehicle and the speed limit point sequence corresponding to the vehicle's driving path, and to acquire the lower limit of the comfortable deceleration, the upper limit of the comfortable acceleration, the lower limit of the jerk, and the upper limit of the jerk corresponding to the target vehicle. The motion simulation module is used to perform motion simulation on the target vehicle based on the initial driving state, the speed limit point sequence, the lower limit of comfortable deceleration, the upper limit of comfortable acceleration, the lower limit of acceleration, and the upper limit of acceleration, and to determine the cumulative displacement of the target vehicle within a preset preview time and the braking distance corresponding to each speed limit point. The effective distance determination module is used to filter the speed limit point sequence based on preset braking critical conditions, preset reachability conditions, the cumulative displacement and the braking distance, and determine the effective action distance corresponding to the speed limit point sequence and the set of speed limit points corresponding to the effective action distance; The candidate acceleration determination module is used to estimate the acceleration for each speed limit point in the speed limit point sequence based on a preset reaction time, a preset acceleration scaling factor, the speed limit point sequence, the lower limit of comfortable deceleration and the upper limit of comfortable acceleration, and to determine the candidate desired acceleration corresponding to each speed limit point. The target acceleration determination module is used to determine the target expected speed and target expected acceleration of the target vehicle based on the set of speed limit points corresponding to the effective action distance and the candidate expected acceleration corresponding to each speed limit point.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle longitudinal behavior control method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the vehicle longitudinal behavior control method according to any one of claims 1-7.

Images