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CN115257734A - Self-adaptive cruise control method and device and computer equipment - Google Patents

Self-adaptive cruise control method and device and computer equipment Download PDF

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Publication number
CN115257734A
CN115257734A CN202210878355.5A CN202210878355A CN115257734A CN 115257734 A CN115257734 A CN 115257734A CN 202210878355 A CN202210878355 A CN 202210878355A CN 115257734 A CN115257734 A CN 115257734A
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vehicle
distance
state
preset
determining
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CN115257734B (en
Inventor
梁永彬
林智桂
付广
黄光毅
邓荣兴
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SAIC GM Wuling Automobile Co Ltd
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SAIC GM Wuling Automobile Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4045—Intention, e.g. lane change or imminent movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2754/00—Output or target parameters relating to objects
    • B60W2754/10—Spatial relation or speed relative to objects
    • B60W2754/30—Longitudinal distance

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The present application relates to the field of vehicle adaptive cruise technologies, and in particular, to an adaptive cruise control method, an adaptive cruise control device, and a computer device. The method comprises the following steps: and acquiring the state of the lamp of the front vehicle. And if the lamp state of the brake lamp of the front vehicle is in an opening state and the opening time of the brake lamp is longer than a preset threshold value, determining the requested deceleration and the safe following distance of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the front vehicle, the preset steady-state following distance and the deceleration coefficient. And if the front vehicle is in the inching brake state, decelerating according to the requested deceleration, and uniformly reducing the requested deceleration to 0 when the current longitudinal horizontal distance is equal to the safe following distance. And if the front vehicle is in a sudden braking state, decelerating according to the requested deceleration until the speed is 0. By adopting the method and the device, the problem that the brake is heavy and untimely can be solved by depending on the state of the brake lamp when the vehicle is frequently accelerated and decelerated or the distance or acceleration of the front vehicle is judged inaccurately during steady-state following.

Description

Self-adaptive cruise control method and device and computer equipment
Technical Field
The present application relates to the field of vehicle adaptive cruise technologies, and in particular, to an adaptive cruise control method, an adaptive cruise control device, and a computer device.
Background
At present, a vehicle with a self-adaptive cruise function can be subjected to speed stabilization and speed self-adaptive steady-state running along with a front vehicle, the functions of follow-up stop, follow-up and follow-up in a full speed domain are realized, and the driving load of a driver is greatly reduced. The driving assistance adopted by the existing adaptive cruise system is generally divided into two types, one is radar, and the other is a camera. The scanning angle limited by the radar is small, and if the vehicle on the side is suddenly plugged and the plugging angle is large, the adaptive cruise system adopting the radar cannot respond in time, so that accidents are possibly caused.
Considering the high cost of assembling the radar and the above disadvantages, it is a preferred option to select a camera driving-assisted adaptive cruise control system. The camera driving auxiliary type adaptive cruise control system is large in scanning angle and low in price, but the judgment on the longitudinal distance, the longitudinal speed and the acceleration of a front vehicle is not accurate, data fluctuates, and therefore the camera driving auxiliary type adaptive cruise control system controls the self vehicle to accelerate and decelerate frequently, a driver feels poor and the following vehicle does not have a sense of safety.
Disclosure of Invention
In view of the foregoing, it is desirable to provide an adaptive cruise control method, an adaptive cruise control device, and a computer apparatus.
In a first aspect, there is provided an adaptive cruise control method, the method comprising:
acquiring the lamp state of a brake lamp of a front vehicle;
if the state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle;
determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, a preset steady-state vehicle following distance and a corresponding relation between a pre-stored distance variation and a deceleration coefficient;
determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance and the preset time distance margin;
determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance;
if the braking state of the front vehicle is the inching braking state, decelerating according to the requested deceleration, and uniformly reducing the requested deceleration to 0 within a preset time length when the current longitudinal horizontal distance is equal to the safe following distance;
and if the braking state of the front vehicle is the sudden braking state, decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0.
As an optional implementation manner, the determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance, and a preset time distance margin includes:
determining the sum of the preset steady-state vehicle following time interval and the preset time interval margin as the safe vehicle following time interval;
and determining the product of the safe following distance and the current speed of the front vehicle as the safe following distance.
As an optional implementation manner, the determining the braking state of the preceding vehicle according to the current longitudinal horizontal distance and the preset steady-state following distance includes:
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to a preset first distance fluctuation threshold value, determining that the braking state of the front vehicle is an inching braking state;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset second distance fluctuation threshold value, determining that the braking state of the front vehicle is an emergency braking state.
As an optional implementation manner, the obtaining the lamp state of the brake lamp of the front vehicle includes:
acquiring a front vehicle tail image, inputting the front vehicle tail image into a neural network processing model, and outputting a vehicle lamp image in the front vehicle tail image;
and inputting the car light images into a segmentation model, and outputting the car light states of the car lights in the car light images.
As an optional implementation, the method further comprises:
if the state of the brake lamp of the front vehicle is the off state, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle;
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is smaller than or equal to a preset third distance fluctuation threshold value, determining that the requested deceleration of the vehicle is 0;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is larger than a preset third distance fluctuation threshold, determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle in front, the preset steady-state vehicle following distance, and the corresponding relation between the pre-stored distance variation and the deceleration coefficient.
As an alternative embodiment, the determining the requested deceleration of the host vehicle according to the current longitudinal horizontal distance, the current speed of the host vehicle, the current speed of the preceding vehicle, the preset steady-state following distance, and the corresponding relationship between the distance variation and the deceleration coefficient, which is stored in advance, includes:
determining the difference value between the current speed of the vehicle and the current speed of the preceding vehicle as a relative speed;
determining the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance as a target distance variation;
inquiring a corresponding relation between a pre-stored distance variation and a deceleration coefficient, and determining the target deceleration coefficient corresponding to the target distance variation;
and calculating a quotient value of the square of the relative speed and the absolute value of the distance change amount, and determining the product of the quotient value, the target deceleration coefficient and 1/2 as the requested deceleration of the host vehicle.
In a second aspect, there is provided an adaptive cruise control apparatus, the apparatus comprising:
the first acquisition module is used for acquiring the lamp state of a brake lamp of a front vehicle;
the second acquisition module is used for acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle if the vehicle lamp state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold;
the first determining module is used for determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the front vehicle, the preset steady-state vehicle following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient;
the second determining module is used for determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance and the preset time distance margin;
the third determining module is used for determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance;
the first execution module is used for decelerating according to the requested deceleration if the braking state of the front vehicle is a snubbing state, and uniformly reducing the requested deceleration to 0 within a preset time length when the current longitudinal horizontal distance is equal to the safe following distance;
and the second execution module is used for decelerating according to the requested deceleration if the braking state of the front vehicle is an emergency braking state until the current speed of the vehicle is reduced to 0.
As an optional implementation manner, the second determining module is specifically configured to:
determining the sum of the preset steady-state vehicle following time interval and the preset time interval margin as the safe vehicle following time interval;
and determining the product of the safe following distance and the current speed of the front vehicle as the safe following distance.
As an optional implementation manner, the third determining module is specifically configured to:
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to a preset first distance fluctuation threshold value, determining that the braking state of the front vehicle is an inching braking state;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset second distance fluctuation threshold value, determining that the braking state of the front vehicle is an emergency braking state.
As an optional implementation manner, the first obtaining module is specifically configured to:
acquiring a front vehicle tail image, inputting the front vehicle tail image into a neural network processing model, and outputting a vehicle lamp image in the front vehicle tail image;
and inputting the car light images into a segmentation model, and outputting the car light states of the car lights in the car light images.
As an optional implementation, the apparatus further comprises:
the third acquisition module is used for acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle if the state of the brake lamp of the front vehicle is in a closed state;
a fourth determination module, configured to determine that a requested deceleration of the host vehicle is 0 if an absolute value of a difference between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is less than or equal to a preset third distance fluctuation threshold;
a fifth determining module, configured to determine a requested deceleration of the vehicle according to a corresponding relationship between the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, the preset steady-state vehicle-following distance, and a prestored distance variation and deceleration coefficient if an absolute value of a difference between the current longitudinal horizontal distance and the preset steady-state vehicle-following distance is greater than a preset third distance fluctuation threshold.
As an optional implementation, the apparatus further comprises:
a sixth determining module, configured to determine a difference between the current speed of the host vehicle and the current speed of the preceding vehicle as a relative speed;
a seventh determining module, configured to determine a difference between the current longitudinal horizontal distance and the preset steady-state following distance as a target distance variation;
an eighth determining module, configured to query a correspondence between a pre-stored distance variation and a deceleration coefficient, and determine a target deceleration coefficient corresponding to the target distance variation;
and the ninth determining module is used for calculating a quotient value of the square of the relative speed and the absolute value of the distance change amount, and determining the product of the quotient value, the target deceleration coefficient and 1/2 as the requested deceleration of the host vehicle.
In a third aspect, a computer device is provided, comprising a memory having stored thereon a computer program operable on a processor, and the processor when executing the computer program, performs the method steps of any of the first aspects.
In a fourth aspect, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the method steps of any one of the first aspect.
The application provides a self-adaptive cruise control method, a self-adaptive cruise control device and computer equipment, and the technical scheme provided by the embodiment of the application at least has the following beneficial effects that: and acquiring the state of the brake lamp of the front vehicle. And if the lamp state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle. And determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the previous vehicle, the preset steady-state vehicle following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient. And determining the safe following distance according to the current speed of the front vehicle, the preset stable following time distance and the preset time distance margin. And determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance. And if the braking state of the front vehicle is the inching braking state, decelerating according to the requested deceleration, and when the current longitudinal horizontal distance is equal to the safe following distance, uniformly reducing the requested deceleration to 0 within a preset time length. And if the braking state of the front vehicle is the sudden braking state, decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0. The method and the device have the advantages that the tail vehicle lamp state of the front vehicle is acquired in real time by utilizing the detection capability of the camera, and the speed, the deceleration and the longitudinal horizontal distance of the front vehicle are detected at the same time. The method has the advantages that the required deceleration and deceleration or acceleration logic of the vehicle under the conditions of the acceleration and deceleration of the front vehicle and different braking states are determined by setting the distance fluctuation threshold, the gain and the filtered deceleration coefficient, the condition that the vehicle is frequently accelerated and decelerated due to the frequent acceleration and deceleration of the front vehicle is avoided on the premise of ensuring safety, the comfort of a driver is improved, and the problems of heavy and untimely braking are solved by depending on the state of a brake lamp when the judgment on the distance or the acceleration of the front vehicle is inaccurate.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of an adaptive cruise control method according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of another adaptive cruise control method provided by an embodiment of the present application;
FIG. 3 is a flow chart of yet another adaptive cruise control method provided by an embodiment of the present application;
FIG. 4 is a flow chart of yet another adaptive cruise control method provided by an embodiment of the present application;
FIG. 5 is a flow chart of yet another adaptive cruise control method provided by an embodiment of the present application;
FIG. 6 is a flow chart of yet another adaptive cruise control method provided by an embodiment of the present application;
fig. 7 is a schematic structural diagram of an adaptive cruise control apparatus according to an embodiment of the present application;
fig. 8 is a schematic structural diagram of a computer device according to an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
An adaptive cruise control method provided by an embodiment of the present application will be described in detail below with reference to specific embodiments, and fig. 1 is a flowchart of the adaptive cruise control method provided by the embodiment of the present application, and as shown in fig. 1, specific steps are as follows:
step 101, obtaining the state of a brake lamp of a front vehicle.
In implementation, after the driver starts the adaptive cruise function, the adaptive cruise control system of the vehicle controls the vehicle to stably follow the vehicle. The adaptive cruise control system can judge whether the front vehicle has the braking intention or not according to the state of the brake lamp of the front vehicle, and further can control the braking of the vehicle, so that the adaptive cruise control system can acquire the state of the brake lamp of the front vehicle in real time in the process of following the front vehicle.
And 102, if the lamp state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle.
In implementation, after the adaptive cruise control system acquires the lamp state of the brake lamp of the front vehicle in real time, if the lamp state of the brake lamp of the front vehicle is in an on state, the fact that the front vehicle has a braking intention is indicated. And then the self-adaptive cruise control system judges whether the starting time of the brake lamp is greater than a preset threshold value of the starting time of the brake lamp. If the starting time of the brake lamp is less than or equal to the preset starting time threshold of the brake lamp, the situation that the front vehicle is braked by mistake and has no braking intention is shown. If the self-vehicle starts to brake at this time, the following distance between the self-vehicle and the front vehicle may be lengthened, and therefore, the adaptive cruise control system controls the self-vehicle to continue steady-state following. And if the starting time of the brake lamp is greater than the preset threshold value of the starting time of the brake lamp, indicating that the front vehicle starts braking. At this time, in order to prevent the collision between the host vehicle and the preceding vehicle, the adaptive cruise control system obtains the current longitudinal horizontal distance between the host vehicle and the preceding vehicle, the current speed of the host vehicle and the current speed of the preceding vehicle so as to calculate the requested deceleration of the host vehicle in time and take corresponding deceleration measures.
And 103, determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle ahead, the preset steady-state following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient.
In implementation, if the vehicle is in steady state following, the current speed of the vehicle and the current speed of the preceding vehicle are kept consistent within a certain fluctuation range, so as to ensure that the current longitudinal horizontal distance between the vehicle and the preceding vehicle and the steady state following distance are kept consistent within a certain fluctuation range. After the current vehicle starts braking, in order to guarantee the stable state vehicle following distance and avoid collision, the self-adaptive cruise control system determines the requested deceleration of the current vehicle according to the current longitudinal horizontal distance, the current speed of the current vehicle, the current speed of the previous vehicle, the preset stable state vehicle following distance and the corresponding relation between the prestored distance variation and the deceleration coefficient. The adaptive cruise control system sets a torque according to the determined requested deceleration to control the host vehicle to decelerate according to the requested deceleration.
And step 104, determining a safe following distance according to the current speed of the previous vehicle, a preset steady-state following time distance and a preset time distance margin.
In implementation, the preset steady-state following time interval is a time difference when the head of the front vehicle and the head of the main vehicle pass through the same point in the steady-state following process. Due to the braking of the front vehicle, in order to ensure the safety, a technician presets a time interval margin on the basis of the steady-state vehicle following time interval, so that after the requested deceleration of the vehicle is determined, the adaptive cruise control system can determine the safe vehicle following distance according to the current speed of the front vehicle, the preset steady-state vehicle following time interval and the preset time interval margin.
And 105, determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance.
In implementation, the braking state can be divided into a snub braking state and an emergency braking state. In the inching brake state, the front vehicle decelerates at a small deceleration. Before the adaptive cruise control system of the vehicle intervenes, the longitudinal horizontal distance between the vehicle and the front vehicle is slowly decelerated by the front vehicle, so that the distance variation is small. When the braking state of the preceding vehicle is sudden braking, the preceding vehicle decelerates at a large deceleration, and the distance change amount is large because the longitudinal horizontal distance between the preceding vehicle and the preceding vehicle decelerates rapidly before the adaptive cruise control system of the own vehicle intervenes. Therefore, the self-adaptive cruise control system of the vehicle can determine the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance.
And 106, if the braking state of the front vehicle is the inching braking state, decelerating according to the requested deceleration, and when the current longitudinal horizontal distance is equal to the safe following distance, uniformly reducing the requested deceleration to 0 within a preset time length.
In implementation, if the braking state of the front vehicle is the inching braking state, the adaptive cruise control system can control the vehicle to decelerate according to the requested deceleration so as to ensure that the steady following distance between the vehicle and the front vehicle is still kept after the vehicle decelerates, and the speed of the decelerated vehicle and the speed of the front vehicle are kept consistent within a certain fluctuation range. When the current longitudinal horizontal distance is equal to the safe following distance, the self-adaptive cruise control system controls the vehicle to uniformly reduce the requested deceleration to 0 within a preset time period. In the process that the requested deceleration of the vehicle is reduced to 0, the speed difference between the vehicle and the front vehicle is reduced from large to small, and finally, when the requested deceleration is uniformly reduced to 0, the current longitudinal horizontal distance between the vehicle and the front vehicle still meets the steady-state following distance.
Optionally, the preset duration may be equal to the preset time interval margin.
And step 107, if the braking state of the front vehicle is the sudden braking state, decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0.
In implementation, if the braking state of the front vehicle is the sudden braking state, the adaptive cruise control system can control the vehicle to decelerate according to the requested deceleration until the current speed of the vehicle is reduced to 0, so as to avoid the occurrence of a collision accident.
As an optional implementation manner, fig. 2 is a flowchart of another adaptive cruise control method provided in an embodiment of the present application, and as shown in fig. 2, specific steps of determining a safe following distance according to a current speed of a preceding vehicle, a preset steady-state following time interval, and a preset time interval margin are as follows:
step 201, determining the sum of a preset steady-state vehicle following time interval and a preset time interval margin as a safe vehicle following time interval.
In implementation, the adaptive cruise control system determines the sum of the preset steady-state following time interval and the preset time interval margin as the safe following time interval. For example, the preset steady-state following interval is TgapWhen the adaptive cruise control system monitors that the brake state of the front vehicle is inching brake, the adaptive cruise control system can control the vehicle to smoothly decelerate to the safe following distance (T) of the current time distance (preset steady following distance) plus 0.4s (preset time distance margin) according to the requested decelerationgap+ 0.4) following distance. Distance (T) when current longitudinal horizontal distance reaches safe following distancegap+ 0.4) following the vehicle distance,the deceleration request slowly becomes 0, and the preset time interval margin can ensure that the vehicle and the front vehicle still meet the preset steady-state vehicle following distance in the process that the deceleration request is uniformly changed into 0.
And step 202, determining the product of the safe following time distance and the current speed of the front vehicle as the safe following distance.
In implementation, the product of the safe following time distance and the current speed of the front vehicle is determined as the safe following distance by the adaptive cruise control system. The difference between the safe following distance and the steady-state following distance is the longitudinal horizontal distance traveled by the host vehicle in the process that the deceleration requested in step 201 becomes uniformly 0.
As an alternative implementation manner, fig. 3 is a flowchart of another adaptive cruise control method provided in an embodiment of the present application, and as shown in fig. 3, specific steps of determining a braking state of a preceding vehicle according to a current longitudinal horizontal distance and a preset steady-state following distance are as follows:
step 301, if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state following distance is less than or equal to a preset first distance fluctuation threshold, determining that the braking state of the front vehicle is the inching braking state.
In practice, if the braking state of the preceding vehicle is the inching brake state, the speed of the preceding vehicle changes less within a certain time, i.e., the deceleration is less, and the change fluctuation of the longitudinal horizontal distance between the host vehicle and the preceding vehicle is also less. Therefore, the adaptive cruise control system can preset a first distance fluctuation threshold value, and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to the preset first distance fluctuation threshold value, the braking state of the front vehicle is determined to be the inching braking state.
Step 302, if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset second distance fluctuation threshold, determining that the braking state of the preceding vehicle is an emergency braking state.
In practice, if the braking state of the preceding vehicle is a sudden braking state, the speed of the preceding vehicle varies greatly within a certain time, i.e., the deceleration is large, and the variation of the longitudinal horizontal distance between the own vehicle and the preceding vehicle also varies greatly. Therefore, the adaptive cruise control system can preset a second distance fluctuation threshold value, and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than the preset second distance fluctuation threshold value, the braking state of the front vehicle is determined to be an emergency braking state.
Optionally, the preset first distance fluctuation threshold and the preset second distance fluctuation threshold may be the same value
As an optional implementation manner, fig. 4 is a flowchart of another adaptive cruise control method provided in an embodiment of the present application, and as shown in fig. 4, specific steps of obtaining a lamp state of a brake lamp of a preceding vehicle are as follows:
step 401, acquiring a front vehicle tail image, inputting the front vehicle tail image into a neural network processing model, and outputting a vehicle lamp image in the front vehicle tail image.
In implementation, the adaptive cruise control system can acquire the images of the tail part of the front vehicle in real time, and the images of the tail part of the front vehicle can include other image information such as vehicle lamps, rear windows, license plates and backgrounds. The neural network processing model can filter invalid information in the images of the tail parts of the front vehicles, and the invalid information can be image information irrelevant to preset functions. If the preset function in the embodiment of the present application is to acquire the lamp state of the brake lamp of the preceding vehicle, the invalid information is other image information except for the lamp. The training process of the neural network processing model is to preset car light pixels and a semantic association algorithm, the car tail image is input into the neural network processing model, pixel points related to car light semantics are output, and a car light image with invalid information filtered is formed. And obtaining a neural network processing model meeting the requirements through the processes of continuously inputting automobile tail images, verifying the recognition rate and optimizing the algorithm.
And step 402, inputting the car light images into the segmentation model, and outputting the car light states of the car lights in the car light images.
In implementation, the adaptive cruise control system inputs the car light images into the segmentation model, and outputs the car light states of the car lights in the car light images according to the pixel change of the front car tail light images in a preset period. Such as: the left turn light is in an on state, the right turn light is in an on state, the clearance light is in an on state, the stop light is in an on state, all the light is in an off state, and the like. Further, the self-adaptive cruise control system can also determine the maintaining time length of the state of the vehicle lamp according to the acquisition period of the images of the tail part of the front vehicle and the pixel change of the light images.
Optionally, the brake lamp at the tail of the automobile can comprise a left brake lamp, a right brake lamp, a high-mount brake lamp and the like, only the brake lamp is turned on to be in an on state, and when the left steering lamp, the right steering lamp and the high-mount brake lamp are turned on at the same time in a preset mode, the left steering lamp, the right steering lamp and the high-mount brake lamp are regarded as the on state of the brake lamp.
As an alternative implementation manner, fig. 5 is a flowchart of another adaptive cruise control method provided in the embodiment of the present application, and as shown in fig. 5, the specific steps are as follows:
step 501, if the state of the brake light of the preceding vehicle is the off state, the current longitudinal horizontal distance between the vehicle and the preceding vehicle, the current speed of the vehicle and the current speed of the preceding vehicle are obtained.
In implementation, if the state of the lamp of the brake lamp of the preceding vehicle is the off state, it indicates that the preceding vehicle has no braking intention, and the adaptive cruise control system acquires the current longitudinal horizontal distance between the vehicle and the preceding vehicle, the current speed of the vehicle and the current speed of the preceding vehicle to ensure steady-state vehicle following.
Step 502, if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state following distance is less than or equal to a preset third distance fluctuation threshold, determining that the requested deceleration of the host vehicle is 0.
In implementation, if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is less than or equal to the preset third distance fluctuation threshold, it indicates that the preceding vehicle is accelerating and decelerating in a small range, and further the longitudinal horizontal distance between the vehicle and the preceding vehicle fluctuates in a small range, and if the vehicle follows the preceding vehicle and is accelerated and decelerated frequently, the driving experience of the driver is poor. Therefore, the third distance fluctuation threshold value is preset, and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is smaller than or equal to the preset third distance fluctuation threshold value, the self-adaptive cruise control system maintains the requested deceleration of the vehicle to be 0, so that the vehicle is prevented from frequently accelerating and decelerating along with the front vehicle.
Step 503, if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state following distance is greater than the preset third distance fluctuation threshold, determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, the preset steady-state following distance, and the corresponding relationship between the pre-stored distance variation and the deceleration coefficient.
In implementation, if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state following distance is greater than the preset third distance fluctuation threshold, it indicates that the preceding vehicle is accelerating and decelerating in a large range, and thus the longitudinal horizontal distance between the vehicle and the preceding vehicle fluctuates in a large range. Therefore, the adaptive cruise control system determines the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the front vehicle, the preset steady-state following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient, so that the vehicle can adjust the current speed of the vehicle in time according to the requested deceleration.
As an alternative implementation, fig. 6 is a flowchart of another adaptive cruise control method provided in an embodiment of the present application, and as shown in fig. 6, specific steps of determining a requested deceleration of a host vehicle according to a current longitudinal horizontal distance, a current speed of the host vehicle, a current speed of a preceding vehicle, a preset steady-state following distance, and a pre-stored correspondence relationship between a distance change amount and a deceleration coefficient are as follows:
step 601, determining the difference value between the current speed of the vehicle and the current speed of the vehicle ahead as a relative speed.
Step 602, determining a difference between the current longitudinal horizontal distance and a preset steady-state vehicle following distance as a target distance variation.
Step 603, the correspondence between the distance variation amount and the deceleration coefficient stored in advance is inquired, and the target deceleration coefficient corresponding to the target distance variation amount is determined.
And step 604, calculating a quotient of the square of the relative speed and the absolute value of the distance change amount, and determining the product of the quotient, the target deceleration coefficient and 1/2 as the requested deceleration of the vehicle.
In implementation, in the steady-state vehicle following process, the vehicle and the front vehicle travel at the same speed by taking the steady-state vehicle following distance as the longitudinal horizontal distance. If the longitudinal horizontal distance between the host vehicle and the front vehicle is reduced or increased, which indicates that the host vehicle and the front vehicle generate relative speeds, the adaptive cruise control system can determine the requested deceleration of the host vehicle according to the relative speeds between the host vehicle and the front vehicle and the target distance change amount in order to avoid collision and keep the host vehicle and the front vehicle consistent. The requested deceleration calculated by the adaptive cruise control system according to the formula is the deceleration in the ideal state without considering the ranging fluctuation or error. In order to ensure the feasibility of the requested deceleration, a technician prestores the corresponding relation between the distance variation and the deceleration coefficient in the adaptive cruise control system by combining experience, and the adaptive cruise control system can determine the target deceleration coefficient according to the target distance variation. The target deceleration factor is used to gain or filter the requested deceleration.
Optionally, the specific calculation process of determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, the preset steady-state following distance, and the corresponding relationship between the pre-stored distance variation and the deceleration coefficient is as follows:
St-Sgap＝(V1-V2)t+a’t22 (equation 1);
v2= V1+ a't (formula 2);
combining equation 1 and equation 2, we can obtain:
St-Sgap＝(V1-V2)(V2-V1)/a’+(V2-V1)2/2a' (equation 3);
further, the air conditioner is provided with a fan,
St-Sgap＝(V2-V1)(V1-V2) /2a' (equation 4);
further, the air conditioner is provided with a fan,
∣St-Sgap∣＝(V1-V2)2/2a' (equation 5);
i.e. a' = (V)1-V2)2/∣St-Sgap| formula 6;
a＝C a’＝C(V1-V2)2/∣St-Sgap| equation 7.
Wherein S istFor the current longitudinal horizontal distance, SgapA steady state vehicle following distance (specifically, the steady state vehicle following distance is equal to the product of the preset time distance and the current vehicle speed of the front vehicle) V determined by the self-adaptive cruise system according to the preset time distance and the current vehicle speed of the front vehicle1Is the current speed of the vehicle, V2Is the current speed of the leading vehicle, a' is the gain or deceleration before filtering, a is the requested deceleration of the vehicle, (V)1-V2) Is the relative velocity, | St-Sgap| is the target distance change amount, and C is the target deceleration coefficient.
The embodiment of the application provides a self-adaptive cruise control method, which comprises the following steps: and acquiring the state of the brake lamp of the front vehicle. And if the lamp state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle. And determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the previous vehicle, the preset steady-state vehicle following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient. And determining the safe following distance according to the current speed of the front vehicle, the preset stable following time distance and the preset time distance margin. And determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset stable vehicle following distance. And if the braking state of the front vehicle is the inching braking state, decelerating according to the requested deceleration, and when the current longitudinal horizontal distance is equal to the safe following distance, uniformly reducing the requested deceleration to 0 within a preset time length. And if the braking state of the front vehicle is the sudden braking state, decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0. The method and the device have the advantages that the tail vehicle lamp state of the front vehicle is acquired in real time by utilizing the detection capability of the camera, and the speed, the deceleration and the longitudinal horizontal distance of the front vehicle are detected at the same time. The method has the advantages that the requested deceleration and the deceleration or acceleration logic of the vehicle under the conditions of the acceleration and deceleration of the front vehicle and different braking states are determined by setting the distance fluctuation threshold, the gain and the filtered deceleration coefficient, on the premise of ensuring safety, the situation that the vehicle is frequently accelerated and decelerated due to the frequent acceleration and deceleration of the front vehicle is avoided, and the comfort of a driver is improved.
It should be understood that, although the steps in the flowcharts of fig. 1 to 6 are shown in sequence as indicated by the arrows, the steps are not necessarily performed in sequence as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 1 to 6 may include multiple steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, and the order of performing the steps or stages is not necessarily sequential, but may be performed alternately or alternately with other steps or at least some of the other steps or stages.
It is understood that the same/similar parts between the embodiments of the method described above in this specification can be referred to each other, and each embodiment focuses on the differences from the other embodiments, and it is sufficient that the relevant points are referred to the descriptions of the other method embodiments.
An embodiment of the present application further provides an adaptive cruise control apparatus, as shown in fig. 7, the apparatus including:
a first obtaining module 710, configured to obtain a lamp state of a brake lamp of a preceding vehicle;
a second obtaining module 720, configured to obtain a current longitudinal horizontal distance between the vehicle and the preceding vehicle, a current speed of the vehicle, and a current speed of the preceding vehicle, if a vehicle light state of a brake light of the preceding vehicle is an on state, and an on time of the brake light is greater than a preset brake light on time threshold;
the first determining module 730, configured to determine a requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, a preset steady-state vehicle following distance, and a correspondence between a pre-stored distance variation and a deceleration coefficient;
the second determining module 740 is configured to determine a safe following distance according to the current speed of the preceding vehicle, a preset steady-state following time distance and a preset time distance margin;
a third determining module 750, configured to determine a braking state of the preceding vehicle according to the current longitudinal horizontal distance and a preset steady-state vehicle following distance;
the first executing module 760 is configured to decelerate according to the requested deceleration if the braking state of the preceding vehicle is the snub braking state, and uniformly reduce the requested deceleration to 0 within a preset time period when the current longitudinal horizontal distance is equal to the safe following distance;
and a second executing module 770, configured to, if the braking state of the preceding vehicle is the sudden braking state, decelerate according to the requested deceleration until the current speed of the host vehicle is reduced to 0.
As an optional implementation manner, the second determining module 740 is specifically configured to:
determining the sum of the preset steady-state vehicle following time interval and the preset time interval redundancy as the safe vehicle following time interval;
and determining the product of the safe following time distance and the current speed of the front vehicle as the safe following distance.
As an optional implementation manner, the third determining module 750 is specifically configured to:
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to a preset first distance fluctuation threshold value, determining that the braking state of the front vehicle is an inching braking state;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset second distance fluctuation threshold value, determining that the braking state of the front vehicle is an emergency braking state.
As an optional implementation manner, the first obtaining module 710 is specifically configured to:
acquiring a tail image of a front vehicle, inputting the tail image of the front vehicle into a neural network processing model, and outputting a vehicle lamp image in the tail image of the front vehicle;
and inputting the car light images into the segmentation model, and outputting the car light states of the car lights in the car light images.
As an optional implementation, the apparatus further comprises:
a third obtaining module 780, configured to obtain a current longitudinal horizontal distance between the vehicle and the preceding vehicle, a current speed of the vehicle, and a current speed of the preceding vehicle if a lamp state of a brake lamp of the preceding vehicle is an off state;
a fourth determining module 790 for determining that the requested deceleration of the host vehicle is 0 if the absolute value of the difference between the current longitudinal horizontal distance and the preset steady-state following distance is less than or equal to a preset third distance fluctuation threshold;
a fifth determining module 7100, configured to determine a requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, the preset steady-state following distance, and a correspondence between a pre-stored distance variation and a deceleration coefficient, if an absolute value of a difference between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset third distance fluctuation threshold.
As an optional implementation, the apparatus further comprises:
a sixth determining module 7110, configured to determine a difference between the current speed of the vehicle and the current speed of the preceding vehicle as a relative speed;
a seventh determining module 7120, configured to determine a difference between the current longitudinal horizontal distance and a preset steady-state following distance as a target distance variation;
an eighth determining module 7130, configured to query a correspondence between a pre-stored distance variation and a deceleration coefficient, and determine a target deceleration coefficient corresponding to the target distance variation;
a ninth determining module 7140 is used for calculating a quotient of the square of the relative speed and the absolute value of the distance change amount, and determining the product of the quotient, the target deceleration coefficient and 1/2 as the requested deceleration of the host vehicle.
An embodiment of the present application provides an adaptive cruise control apparatus, as shown in fig. 7, the apparatus including: a first obtaining module 710, configured to obtain a lamp state of a brake lamp of a preceding vehicle; a second obtaining module 720, configured to obtain a current longitudinal horizontal distance between the vehicle and the preceding vehicle, a current speed of the vehicle, and a current speed of the preceding vehicle, if a vehicle light state of a brake light of the preceding vehicle is an on state, and an on time of the brake light is greater than a preset brake light on time threshold; the first determining module 730, configured to determine a requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, a preset steady-state vehicle following distance, and a correspondence between a pre-stored distance variation and a deceleration coefficient; the second determining module 740 is configured to determine a safe following distance according to the current speed of the preceding vehicle, a preset steady-state following time interval and a preset time interval margin; a third determining module 750, configured to determine a braking state of a preceding vehicle according to the current longitudinal horizontal distance and a preset steady-state following distance; the first executing module 760 is configured to decelerate according to the requested deceleration if the braking state of the preceding vehicle is the snub braking state, and uniformly reduce the requested deceleration to 0 within a preset time period when the current longitudinal horizontal distance is equal to the safe following distance; and a second executing module 770, configured to, if the braking state of the preceding vehicle is the sudden braking state, decelerate according to the requested deceleration until the current speed of the host vehicle is reduced to 0. The system and the method utilize the detection capability of the camera to acquire the tail lamp state of the front vehicle in real time, and detect the speed, the deceleration and the longitudinal horizontal distance of the front vehicle. The method has the advantages that the requested deceleration and the deceleration or acceleration logic of the vehicle under the conditions of the acceleration and deceleration of the front vehicle and different braking states are determined by setting the distance fluctuation threshold, the gain and the filtered deceleration coefficient, on the premise of ensuring safety, the situation that the vehicle is frequently accelerated and decelerated due to the frequent acceleration and deceleration of the front vehicle is avoided, and the comfort of a driver is improved.
For specific limitations of the adaptive cruise control device, reference may be made to the above limitations of the adaptive cruise control method, which are not described in detail here. The various modules in the adaptive cruise control described above may be implemented in whole or in part by software, hardware, and combinations thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In an embodiment, a computer device is provided, as shown in fig. 8, comprising a memory and a processor, the memory having stored thereon a computer program being executable on the processor, the processor implementing the above-mentioned method steps of adaptive cruise control when executing the computer program.
In an embodiment, a computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the above-mentioned method of adaptive cruise control.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), rambus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
It should be further noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for presentation, analyzed data, etc.) referred to in the present application are information and data authorized by the user or sufficiently authorized by each party.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the system embodiment, since it is substantially similar to the method embodiment, the description is simple, and for the relevant points, reference may be made to the partial description of the method embodiment.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. An adaptive cruise control method, characterized in that it comprises:
acquiring the state of a brake lamp of a front vehicle;
if the state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle;
determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, a preset steady-state vehicle following distance and a corresponding relation between a pre-stored distance variation and a deceleration coefficient;
determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance and the preset time distance margin;
determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance;
if the braking state of the front vehicle is the inching braking state, decelerating according to the requested deceleration, and uniformly reducing the requested deceleration to 0 within a preset time length when the current longitudinal horizontal distance is equal to the safe following distance;
and if the braking state of the front vehicle is the sudden braking state, decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0.
2. The method according to claim 1, wherein determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance and a preset time distance margin comprises:
determining the sum of the preset steady-state vehicle following time interval and the preset time interval margin as the safe vehicle following time interval;
and determining the product of the safe following distance and the current speed of the front vehicle as the safe following distance.
3. The method of claim 1, wherein determining the braking state of the preceding vehicle according to the current longitudinal horizontal distance and the preset steady-state following distance comprises:
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to a preset first distance fluctuation threshold value, determining that the braking state of the front vehicle is an inching braking state;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is larger than a preset second distance fluctuation threshold value, determining that the braking state of the front vehicle is an emergency braking state.
4. The method of claim 1, wherein the obtaining of the lamp status of the brake lamp of the preceding vehicle comprises:
acquiring a front vehicle tail image, inputting the front vehicle tail image into a neural network processing model, and outputting a vehicle lamp image in the front vehicle tail image;
and inputting the car light images into a segmentation model, and outputting the car light states of the car lights in the car light images.
5. The method of claim 1, further comprising:
if the state of the brake lamp of the front vehicle is in a closed state, acquiring the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle;
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is smaller than or equal to a preset third distance fluctuation threshold value, determining that the requested deceleration of the vehicle is 0;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance is greater than the preset third distance fluctuation threshold, determining the requested deceleration of the vehicle according to the corresponding relation between the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the preceding vehicle, the preset steady-state vehicle following distance, the pre-stored distance variation and the deceleration coefficient.
6. The method according to claim 1 or 5, wherein the determining the requested deceleration of the host vehicle according to the current longitudinal horizontal distance, the current speed of the host vehicle, the current speed of the preceding vehicle, the preset steady-state following distance, and the pre-stored correspondence between the distance change amount and the deceleration coefficient comprises:
determining the difference value between the current speed of the vehicle and the current speed of the front vehicle as a relative speed;
determining the difference value between the current longitudinal horizontal distance and the preset steady-state vehicle following distance as a target distance variation;
inquiring a corresponding relation between a pre-stored distance variation and a deceleration coefficient, and determining the target deceleration coefficient corresponding to the target distance variation;
and calculating a quotient value of the square of the relative speed and the absolute value of the distance change amount, and determining the product of the quotient value, the target deceleration coefficient and 1/2 as the requested deceleration of the host vehicle.
7. An adaptive cruise control apparatus, characterized in that the apparatus comprises:
the first acquisition module is used for acquiring the lamp state of a brake lamp of a front vehicle;
the second obtaining module is used for obtaining the current longitudinal horizontal distance between the vehicle and the front vehicle, the current speed of the vehicle and the current speed of the front vehicle if the vehicle lamp state of the brake lamp of the front vehicle is in an on state and the on time of the brake lamp is greater than a preset brake lamp on time threshold;
the first determining module is used for determining the requested deceleration of the vehicle according to the current longitudinal horizontal distance, the current speed of the vehicle, the current speed of the front vehicle, the preset steady-state vehicle following distance and the corresponding relation between the pre-stored distance variation and the deceleration coefficient;
the second determining module is used for determining a safe following distance according to the current speed of the preceding vehicle, the preset steady-state following time distance and the preset time distance redundancy;
the third determining module is used for determining the braking state of the front vehicle according to the current longitudinal horizontal distance and the preset steady-state vehicle following distance;
the first execution module is used for decelerating according to the requested deceleration if the braking state of the front vehicle is a snubbing state, and uniformly reducing the requested deceleration to 0 within a preset time length when the current longitudinal horizontal distance is equal to the safe following distance;
and the second execution module is used for decelerating according to the requested deceleration until the current speed of the vehicle is reduced to 0 if the braking state of the front vehicle is an emergency braking state.
8. The apparatus of claim 7, wherein the second determining module is specifically configured to:
determining the sum of the preset steady-state vehicle following time interval and the preset time interval margin as the safe vehicle following time interval;
and determining the product of the safe following distance and the current speed of the front vehicle as the safe following distance.
9. The apparatus of claim 7, wherein the third determining module is specifically configured to:
if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is smaller than or equal to a preset first distance fluctuation threshold value, determining that the braking state of the front vehicle is an inching braking state;
and if the absolute value of the difference value between the current longitudinal horizontal distance and the preset steady-state following distance is greater than a preset second distance fluctuation threshold value, determining that the braking state of the front vehicle is an emergency braking state.
10. A computer device comprising a memory and a processor, the memory having stored thereon a computer program operable on the processor, wherein the processor, when executing the computer program, performs the steps of the method of any of claims 1 to 6.
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