CN113548050A

CN113548050A - Vehicle running control method, device, system and storage medium

Info

Publication number: CN113548050A
Application number: CN202010294342.4A
Authority: CN
Inventors: 林志超; 钟国旗; 王博; 郭继舜; 唐寿星; 张志德; 李秦; 赵明新
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2020-04-15
Filing date: 2020-04-15
Publication date: 2021-10-26

Abstract

The invention discloses a vehicle running control method, which comprises the following steps: acquiring current running information of a target vehicle in front of the vehicle; the driving information comprises longitudinal driving state information and transverse driving state information; the longitudinal running state information comprises running speed and position information; determining the current running condition of the target vehicle according to the running information; calculating an expected following vehicle speed corresponding to the running working condition according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle based on a preset expected following vehicle speed calculation strategy corresponding to the running working condition; the longitudinal distance is calculated according to the current position information of the target vehicle and the current position information of the vehicle; and controlling the vehicle to follow the target vehicle to run according to the expected vehicle following speed. The invention also provides a vehicle running control device, a system and a storage medium. By adopting the embodiment of the invention, the safety in the automatic following driving process under the complex working condition can be improved.

Description

Vehicle running control method, device, system and storage medium

Technical Field

The invention relates to the technical field of vehicles, in particular to a vehicle running control method, device and system and a vehicle.

Background

An automatic following planning control technology is one of key technologies of an automatic driving vehicle and is required to meet driving safety under complex working conditions as far as possible. In the existing mainstream control scheme for automatic following driving, following driving behavior judgment is carried out based on some longitudinal state information of a preceding vehicle, wherein the longitudinal state information comprises the speed, the position, the acceleration and deceleration and the like of the preceding vehicle. However, in the existing automatic following driving scheme, some information amount in the transverse direction is ignored, and some transverse behaviors of the front vehicle, such as transverse dangerous behaviors of cut-in, cut-out, steering, emergency braking of the front vehicle and the like, cannot be well predicted, so that the driving safety of the automatic following under more complex working conditions cannot be met.

Disclosure of Invention

The embodiment of the invention aims to provide a vehicle running control method, a vehicle running control device, a vehicle running control system and a storage medium, which can improve the safety of an automatic following running process under complex working conditions.

In order to achieve the above object, an embodiment of the present invention provides a vehicle travel control method, including:

acquiring current running information of a target vehicle in front of the vehicle; the driving information comprises longitudinal driving state information and transverse driving state information; the longitudinal running state information comprises running speed and position information;

determining the current running condition of the target vehicle according to the running information; the running conditions comprise longitudinal running behavior conditions corresponding to the longitudinal running state information and transverse running behavior conditions corresponding to the transverse running state information;

calculating an expected following vehicle speed corresponding to the running working condition according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle on the basis of a preset expected following vehicle speed calculation strategy corresponding to the running working condition; the longitudinal distance is calculated according to the current position information of the target vehicle and the current position information of the vehicle;

and controlling the vehicle to follow the target vehicle to run according to the expected vehicle following speed.

As an improvement of the above scheme, the driving information is collected and transmitted by the target vehicle.

As a refinement of the above solution, the longitudinal running state information further includes an acceleration and a brake pedal signal of the target vehicle; then, the determining the current driving condition of the target vehicle according to the driving information includes:

determining a longitudinal running behavior condition of the target vehicle according to the acceleration of the target vehicle and the brake pedal signal; the longitudinal running behavior working condition comprises an acceleration running working condition, a constant speed running working condition, a deceleration running working condition, a conventional deceleration braking working condition and an emergency braking working condition.

As an improvement of the above, said determining a longitudinal driving behavior of the target vehicle based on the acceleration and the brake pedal signal comprises:

when the acceleration of the target vehicle is greater than or equal to a preset first acceleration threshold value, determining that the target vehicle is in an acceleration running condition;

when the acceleration of the target vehicle is smaller than the first acceleration threshold and larger than or equal to a preset second acceleration threshold, determining that the target vehicle is in a constant-speed running condition;

when the acceleration of the target vehicle is smaller than the second acceleration threshold and larger than or equal to a preset third acceleration threshold, and the brake pedal signal is smaller than or equal to a preset first brake threshold, determining that the target vehicle is in a deceleration running condition;

when the acceleration of the target vehicle is smaller than the third acceleration threshold and larger than or equal to a preset fourth acceleration threshold, or the brake pedal signal is larger than the first brake threshold and smaller than or equal to a preset second brake threshold, determining that the target vehicle is in a conventional deceleration brake working condition;

and when the acceleration of the target vehicle is smaller than the fourth acceleration threshold value or the brake pedal signal is larger than the second brake threshold value, determining that the target vehicle is in an emergency brake working condition.

As an improvement of the above, the lateral running state information includes a heading angle of the target vehicle; then, the determining the current driving condition of the target vehicle according to the driving information further includes:

calculating the transverse distance between the target vehicle and the vehicle according to the position information of the target vehicle and the position information of the vehicle;

calculating a course angle included angle between the target vehicle and the vehicle according to the course angle of the target vehicle and the course angle of the vehicle;

determining the transverse driving behavior condition of the target vehicle according to the transverse distance and the course angle included angle; the transverse driving behavior working conditions comprise a vehicle lane cut-in behavior working condition, a vehicle lane cut-out behavior working condition and a vehicle lane driving behavior working condition.

As an improvement of the above scheme, the lateral running state information further includes a turn signal and a steering wheel angle; then, the determining the transverse driving behavior condition of the target vehicle according to the transverse distance and the course angle included angle includes:

judging whether the target vehicle and the vehicle are in the same lane or not according to the transverse distance;

when the target vehicle and the vehicle are in different lanes, determining the type of the behavior working condition of the target vehicle for cutting into the lane of the vehicle according to the change rate of the transverse distance and the heading angle included angle; wherein, the type of cutting into this car lane action operating mode includes: strong cut-in tendency behavior working conditions and general cut-in tendency behavior working conditions;

when the target vehicle and the vehicle are in the same lane, determining the type of the behavior working condition of the lane cut out of the target vehicle according to the signal of the steering lamp, and determining the type of the driving behavior working condition of the lane of the target vehicle according to the course angle included angle and the steering wheel corner of the target vehicle; wherein, the type of cutting out the behavior condition of the lane of the vehicle comprises the following steps: cutting out the behavior working condition of the vehicle lane to the left and cutting out the behavior working condition of the vehicle lane to the right; the types of the driving behavior conditions of the lane of the vehicle comprise: the vehicle can run in a straight line in the lane and can turn to enter a curve in the lane.

As an improvement of the above solution, the determining the type of the behavior condition of the target vehicle cutting into the lane of the vehicle according to the change rate of the lateral distance and the heading angle included angle includes:

when the change rate of the transverse distance is larger than or equal to a preset first transverse distance change rate threshold value, or the course angle included angle is larger than or equal to a preset first course angle included angle threshold value, determining that the target vehicle is in a strong cut-in tendency behavior working condition;

and when the change rate of the transverse distance is smaller than the first transverse distance change rate threshold value and is larger than or equal to a preset second transverse distance change rate threshold value, and the course angle included angle is smaller than the first course angle included angle threshold value and is larger than or equal to a preset second course angle included angle threshold value, determining that the target vehicle is in a general cut-in tendency behavior working condition.

As an improvement of the above scheme, the determining the type of the cut-out own-vehicle lane behavior condition of the target vehicle according to the turn signal specifically includes:

when the steering lamp signal is a left-turn signal, determining that the target vehicle is in a behavior working condition of cutting out the lane of the vehicle leftwards;

and when the steering lamp signal is a right-turn signal, determining that the target vehicle is in a behavior working condition of cutting out the lane of the vehicle rightwards.

As an improvement of the above solution, if the turn signal is a no-turn signal, the determining the type of the driving behavior of the lane of the target vehicle according to the course angle included angle and the steering wheel angle of the target vehicle includes:

when the steering wheel angle of the target vehicle is greater than or equal to a preset steering wheel angle threshold value, or the course angle included angle is greater than or equal to a preset third course angle included angle threshold value, determining that the target vehicle is in a working condition that the vehicle lane turns to enter a curve;

and when the steering wheel rotating angle of the target vehicle is smaller than the steering wheel rotating angle threshold value, or the course angle included angle is smaller than the third course angle included angle threshold value, determining that the target vehicle is in a straight-line running working condition in the lane of the vehicle.

As an improvement of the above aspect, calculating an expected following vehicle speed corresponding to the driving condition based on a preset expected following vehicle speed calculation strategy corresponding to the driving condition and according to the driving vehicle speed and a longitudinal distance between the vehicle and the target vehicle, includes:

calculating an expected following relative distance according to the current speed of the vehicle, a preset following time threshold value and a preset minimum safe distance;

calculating the expected following vehicle speed according to the longitudinal distance, the expected following relative distance, the running vehicle speed of the target vehicle, the set cruising vehicle speed of the vehicle, the first vehicle speed weight coefficient of the target vehicle and the second vehicle speed weight coefficient of the vehicle; and the values of the first vehicle speed weight coefficient and the second vehicle speed weight coefficient are set according to the expected following vehicle speed calculation strategy.

As an improvement of the above aspect, the controlling the following travel of the subject vehicle to the target vehicle according to the desired following vehicle speed includes:

calculating the expected following acceleration of the vehicle according to the expected following vehicle speed;

converting the expected following acceleration into a control quantity for controlling the following running of the vehicle;

and controlling the following running of the vehicle to the target vehicle according to the control quantity.

As a modification of the above, the subject vehicle is an electric vehicle, and the control amount includes a drive torque when the desired following acceleration is a positive value; then, the converting the desired following acceleration into a control amount for controlling the running of the own vehicle includes:

constructing a longitudinal dynamic equation of the vehicle according to the mass and the acceleration of the vehicle;

calculating the feedforward moment of the vehicle according to the longitudinal dynamic equation;

carrying out PID feedback control adjustment on the deviation between the expected following acceleration and the actual acceleration of the vehicle to obtain a feedback moment;

taking the sum of the feedforward torque and the feedback torque as the driving torque of the own vehicle.

As a modification of the above, when the expected following acceleration is a negative value, the control amount includes a braking percentage; then, the converting the desired following acceleration into a control amount for controlling the running of the own vehicle includes:

acquiring a feedforward braking percentage corresponding to the expected follow-up acceleration and the current speed of the vehicle by inquiring a preset relation table; the preset relation table records the corresponding relation between the vehicle speed and the expected following vehicle acceleration of the vehicle and the feedforward braking percentage;

carrying out PID feedback control adjustment on the deviation between the expected following acceleration and the actual acceleration of the vehicle to obtain the feedback braking percentage;

taking the sum of the feed-forward braking percentage and the feedback braking percentage as the braking percentage of the host vehicle.

As an improvement of the above scheme, the control adjustment parameters for performing PID feedback control adjustment correspond to the driving style of the driver currently recognized by the vehicle; the corresponding relation between the control and adjustment parameters and the driving style is preset; the control adjustment parameters are obtained by carrying out adaptive learning on the driving habits of the driver in advance.

In order to achieve the above object, an embodiment of the present invention further provides a vehicle travel control apparatus including:

a running information acquisition module for acquiring current running information of a target vehicle in front of the vehicle; the driving information comprises longitudinal driving state information and transverse driving state information; the longitudinal running state information comprises running speed and position information;

the running condition determining module is used for determining the current running condition of the target vehicle according to the running information; the running conditions comprise longitudinal running behavior conditions corresponding to the longitudinal running state information and transverse running behavior conditions corresponding to the transverse running state information;

the expected following vehicle speed calculation module is used for calculating the expected following vehicle speed corresponding to the running working condition based on a preset expected following vehicle speed calculation strategy corresponding to the running working condition and according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle; the longitudinal distance is calculated according to the current position information of the target vehicle and the current position information of the vehicle;

and the running control module is used for controlling the vehicle to run with the target vehicle according to the expected vehicle following speed.

In order to achieve the above object, an embodiment of the present invention further provides a vehicle running control system, which includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the vehicle running control method according to any one of the above embodiments when executing the computer program.

In order to achieve the above object, an embodiment of the present invention further provides a computer-readable storage medium, where the computer-readable storage medium includes a stored computer program, where when the computer program runs, a device in which the computer-readable storage medium is located is controlled to execute the vehicle driving control method according to any one of the above embodiments.

Compared with the prior art, the vehicle running control method, the vehicle running control device, the vehicle running control system and the storage medium disclosed by the embodiment of the invention have the advantages that the current running information of the target vehicle in front of the vehicle is obtained, so that the current running working condition of the target vehicle is determined according to the running information, the expected following vehicle speed corresponding to the running working condition is calculated according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle, the following condition relation between the target vehicle and the vehicle can be established, the expected following vehicle speed under various working conditions is planned, and the following running of the vehicle to the target vehicle is controlled according to the expected following vehicle speed. The influence of transverse driving state information is considered in calculating the expected following vehicle speed, and the transverse driving behavior working condition of the target vehicle is combined, so that a relatively stable following strategy can be obtained when the target vehicle suddenly changes in transverse behavior, the problem that in the existing driving control method, the transverse behavior of a front vehicle cannot be well predicted due to neglect of transverse direction information quantity, the driving safety of automatic following vehicles under more complex working conditions cannot be met is solved, the safety of the automatic following vehicles under the complex working conditions in the driving process can be effectively improved in the driving control of the automatic following vehicles, and the driving efficiency of roads is effectively improved.

Drawings

Fig. 1 is a flowchart of a vehicle travel control method according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a drive controller of the host vehicle according to the embodiment of the invention;

FIG. 3 is a schematic diagram of a brake controller of the vehicle according to an embodiment of the present invention;

FIG. 4 is a flowchart of another vehicle travel control method provided by an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a vehicle travel control apparatus according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a vehicle running control system according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, fig. 1 is a flowchart of a vehicle running control method according to an embodiment of the present invention, which includes steps S1 to S4.

S1, acquiring the current running information of the target vehicle in front of the vehicle;

s2, determining the current running condition of the target vehicle according to the running information;

s3, calculating an expected following vehicle speed corresponding to the running working condition according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle based on a preset expected following vehicle speed calculation strategy corresponding to the running working condition;

and S4, controlling the vehicle to follow the target vehicle according to the expected vehicle following speed.

It should be noted that the vehicle driving control method according to the embodiment of the present invention may be implemented by a vehicle-mounted terminal in the vehicle, where the vehicle-mounted terminal is a front-end device of a vehicle monitoring and management system, integrates multiple functions such as data processing and data communication, and has a strong service scheduling function and data processing capability. Optionally, the vehicle is an electric vehicle.

When the vehicle running control method is implemented, the vehicle establishes communication connection with a target vehicle in advance. Illustratively, the host vehicle and the target vehicle perform signal transmission by using vehicle-to-vehicle communication technology (V2V) of vehicle networking technology, and the communication devices used for performing signal transmission include, but are not limited to, vehicle-mounted DSRC (Dedicated Short Range Communications ) wireless communication devices, LTE-V communication devices, and novel 5G communication devices. The target vehicle is provided with a vehicle-vehicle communication equipment sending end, a GPS inertial navigation system and the like, meanwhile, the vehicle is provided with a vehicle-vehicle communication equipment receiving end, the running information transmitted from the vehicle-vehicle communication equipment sending end is received, and the target vehicle running information can be transmitted through the vehicle-vehicle communication equipment of the target vehicle, so that the information interaction between the vehicle and the target vehicle is realized.

Specifically, in step S1, the running information includes longitudinal running state information and lateral running state information.

The longitudinal running state information includes a running vehicle speed, position information, acceleration, and a brake pedal signal of the target vehicle. In an optional implementation manner, the driving information is collected by the target vehicle and sent through the vehicle-vehicle communication device, the target vehicle is provided with a speed sensor, a GPS positioning device and a braking signal collecting device, the speed sensor is used for acquiring the driving speed and the acceleration, the GPS positioning device is used for acquiring the position information, and the braking signal collecting device is used for collecting the braking pedal signal. In another alternative embodiment, a part of the information in the driving information is collected and sent by the target vehicle, and another part of the information may be collected by the host vehicle, for example, the host vehicle may collect position information of the target vehicle, and calculate the position information of the target vehicle by constructing a coordinate system with the host vehicle as an origin.

The lateral travel state information includes a heading angle, a turn signal, a steering wheel angle, and a yaw angle of the target vehicle. The lateral running state information may be acquired by providing an acquisition device at a corresponding position of the target vehicle.

In the embodiment of the invention, more target vehicle running information is obtained by fully utilizing the advantages of the vehicle networking technology, and more information which is not introduced or is less introduced by other existing methods is introduced to carry out automatic vehicle following control, such as acceleration and deceleration, a brake pedal signal, a turn light signal, a yaw rate and the like of the target vehicle. The method can solve the problem of automatic following running under the condition that the information of the vehicle sensor is lost and the information of the vehicle ahead cannot be acquired through the sensor by acquiring the vehicle ahead signals as much as possible by utilizing the vehicle networking technology.

Optionally, after the vehicle acquires the driving information sent by the target vehicle, because the driving information may have large noise interference, the vehicle performs filtering processing on the received driving information. The filtering processing method includes, but is not limited to, first-order low-pass filtering or sliding mean filtering.

In the embodiment of the present invention, the running information is preferentially filtered by using a sliding mean filter, the sliding mean filter can reduce noise of the running information, and can also make the running information as smooth as possible in a certain period, so as to avoid frequent switching or oscillation of following control due to the influence of the running information, and the specific sliding mean filter is as follows:

wherein para is the received running information of the target vehicle; t represents the current time; t is a control period; n is the number of sliding time windows.

Specifically, in step S2, the driving conditions include a longitudinal driving condition corresponding to the longitudinal driving state information and a lateral driving condition corresponding to the lateral driving state information. In the vehicle following decision making, according to the received target vehicle running information, the longitudinal running behavior working condition and the transverse running behavior working condition of the target vehicle are identified on line according to a certain identification rule, so that more complex working conditions can be dealt with, and the vehicle following safety is ensured.

Optionally, the determining the current driving condition of the target vehicle according to the driving information includes:

s21, determining the longitudinal running behavior condition of the target vehicle according to the acceleration of the target vehicle and the brake pedal signal; the longitudinal running behavior working condition comprises an acceleration running working condition, a constant speed running working condition, a deceleration running working condition, a conventional deceleration braking working condition and an emergency braking working condition.

Alternatively, step S21 includes steps S211 to S215:

s211, when the acceleration a of the target vehicle_xfGreater than or equal to a preset first acceleration threshold lambda_a1g, namely: a is_xf≥λ_a1g, determining that the target vehicle is in an acceleration running working condition;

s212, when the acceleration a of the target vehicle_xfLess than said first acceleration threshold lambda_a1g is greater than or equal to a preset second acceleration threshold lambda_a2g, namely: lambda [ alpha ]_a2g≤a_xf<λ_a1g, determining that the target vehicle is in a constant-speed running working condition;

s213, when the acceleration a of the target vehicle_xfLess than said second acceleration threshold lambda_a2g is greater than or equal to a preset third acceleration threshold lambda_a3g, and the brake pedal signal BrkPedPst is less than or equal to a preset first brake threshold value F₁Namely, the following conditions are satisfied: lambda [ alpha ]_a3g≤a_xf<λ_a2g and BrkPedPst is less than or equal to F₁Determining that the target vehicle is in a deceleration running condition;

s214, when the acceleration a of the target vehicle_xfLess than said third acceleration threshold lambda_a3g is greater than or equal to a preset fourth acceleration threshold lambda_a4g, or the brake pedal signal BrkPedPst is greater than the first braking threshold F₁And is less than or equal to a preset second braking threshold F₂Namely, the following conditions are satisfied: lambda [ alpha ]_a4g≤a_xf<λ_a3g or F₁<BrkPedPst≤F₂Determining that the target vehicle is in a conventional deceleration braking working condition;

s215, when the acceleration a of the target vehicle_xfLess than said fourth acceleration threshold lambda_a4g, or the brake pedal signal BrkPedPst is greater than the second braking threshold F₂Namely, the following conditions are satisfied: a is_xf<λ_a4g or BrkPedPst > F₂And determining that the target vehicle is in an emergency braking condition.

Wherein g is the gravity acceleration and is 9.81 m/s; lambda [ alpha ]_a1、λ_a2、λ_a3、λ_a4Determining threshold coefficients, lambda, for the acceleration of the target vehicle, respectively_a1>λ_a2>λ_a3>λ_a4，λ_a1、λ_a2、λ_a3、λ_a4The values of the initial settings are respectively 0-0.05, -0.05-0, -0.15-0.1, -0.5-0.3, and the specific parameters can be calibrated and corrected according to the actual vehicle following effect; f₁<F₂，F₁、F₂The initial values are 0-5% and 45-55%, and the specific parameters can be calibrated and corrected according to the actual car following effect.

In the embodiment of the invention, the brake pedal signal of the target vehicle is introduced to pre-judge the braking behavior of the target vehicle in advance, and because certain delay exists between the time when the driver presses the pedal with the pedal signal and the time when the target vehicle generates corresponding deceleration, and the delay can have certain influence on the driving safety of the vehicle under dangerous working conditions such as high speed, the invention considers that the brake pedal signal BrkPedPst of the target vehicle and the acceleration and deceleration a of the front vehicle are added_xfAnd comprehensively judging the longitudinal driving behavior.

Optionally, the determining, according to the driving information, a current driving condition of the target vehicle further includes:

s22, calculating the transverse distance between the target vehicle and the vehicle according to the position information of the target vehicle and the position information of the vehicle; calculating a course angle included angle between the target vehicle and the vehicle according to the course angle of the target vehicle and the course angle of the vehicle; determining the transverse driving behavior condition of the target vehicle according to the transverse distance and the course angle included angle; the transverse driving behavior working conditions comprise a vehicle lane cut-in behavior working condition, a vehicle lane cut-out behavior working condition and a vehicle lane driving behavior working condition.

Optionally, in step S22, determining a lateral driving behavior of the target vehicle according to the lateral distance and the heading angle, including steps S221 to S223:

s221, judging whether the target vehicle and the vehicle are in the same lane or not according to the transverse distance;

s222, when the target vehicle and the host vehicle are in different lanes, determining the type of the behavior working condition of the target vehicle for cutting into the host vehicle lane according to the change rate of the transverse distance and the heading angle included angle; wherein, the type of cutting into this car lane action operating mode includes: strong cut-in tendency behavior working conditions and general cut-in tendency behavior working conditions;

s223, when the target vehicle and the vehicle are in the same lane, determining the type of the behavior working condition of the lane cut out of the target vehicle according to the steering lamp signal, and determining the type of the driving behavior working condition of the lane of the target vehicle according to the course angle included angle and the steering wheel corner of the target vehicle; wherein, the type of cutting out the behavior condition of the lane of the vehicle comprises the following steps: cutting out the behavior working condition of the vehicle lane to the left and cutting out the behavior working condition of the vehicle lane to the right; the types of the driving behavior conditions of the lane of the vehicle comprise: the vehicle can run in a straight line in the lane and can turn to enter a curve in the lane.

According to the embodiment of the invention, firstly, the transverse distance and the direction angle between the vehicle and the target vehicle are calculated according to the position information of the vehicle and the position information of the target vehicle. And then judging whether the target vehicle is in the same lane of the vehicle or adjacent left and right lanes according to the calculated transverse distance, when the target vehicle is judged not to be in the same lane of the vehicle, further judging whether the target vehicle has the monitoring of the behavior of cutting into the lane of the vehicle, wherein the cutting-in behavior is comprehensively judged according to the received course angle of the target vehicle and the change rate of the transverse distance, the deviation between the course angle of the target vehicle and the course angle of the vehicle is carried out to obtain a vehicle course angle included angle delta psi between the two vehicles, and then the comprehensive judgment is carried out according to the change rate Y' of the transverse distance.

Specifically, in step S222, the determining the type of the behavior condition of the target vehicle cutting into the lane of the vehicle according to the change rate of the lateral distance and the heading angle included angle includes steps S201 to S202:

s201, when the change rate Y' of the lateral distance is greater than or equal to the preset first lateral distance change rate threshold Y₁Or the heading angle included angle delta psi is larger than or equal to a preset first heading angle included angle threshold zeta₁Namely satisfies the requirement of Y' ≧ Y₁Or Δ ψ ≧ ζ₁Determining that the target vehicle is in a strong cut-in tendency behavior working condition;

s203, when the rate of change of the lateral distance Y' is less than the first lateral distance change rate threshold Y₁And is greater than or equal to a preset second lateral distance variation rate threshold γ₂And the included angle delta psi of the course angle is smaller than the included angle threshold value zeta of the first course angle₁And is greater than or equal to a preset second course angle included angle threshold value zeta₂I.e. satisfy γ₂≤Y'<Υ₁And ζ₂≤△ψ<ζ₁And determining that the target vehicle is in a general cut-in tendency behavior condition.

Therein, ζ₁>ζ₂，ζ₁、ζ₂The preliminarily determined values are respectively 15 degrees and 5 degrees, and the specific parameters can be calibrated and corrected according to the real vehicle cut-in judgment effect; gamma ray₁>Υ₂，Υ₁、Υ₂The initial values are 1.2m/s and 0.6m/s respectively, and the specific parameters can be calibrated and corrected according to the real vehicle cut-in judgment effect. Further, when the change rate of the transverse distance and the heading angle included angle do not meet the steps, judging that the target vehicle does not have a cut-in tendency behavior in a certain period.

Specifically, in step S223, the determining the type of the cut-out own-vehicle lane behavior condition of the target vehicle according to the turn signal includes steps S203 to S204:

s203, when the turn light signal is a left turn signal, determining that the target vehicle is in a behavior condition of cutting out the lane of the vehicle leftwards;

and S204, when the steering lamp signal is a right-turn signal, determining that the target vehicle is in a behavior working condition of cutting out the lane of the vehicle rightwards.

Specifically, in step S223, if the turn signal is a no-turn signal, the determining the type of the driving behavior condition of the lane of the target vehicle according to the heading angle and the steering wheel angle of the target vehicle includes steps S205 to S206:

s205, when the steering wheel angle delta of the target vehicle_fGreater than or equal to a preset steering wheel angle threshold eta₁Or the course angle included angle delta psi is larger than or equal to a preset third course angle included angle threshold value zeta₃I.e. satisfy delta_f≥η₁Or Δ ψ ≧ ζ₃Determining that the target vehicle is in a running condition that the target vehicle turns to enter a curve in the lane of the target vehicle;

s206, when the steering wheel angle delta of the target vehicle_fLess than the steering wheel angle threshold η₁Or the course angle included angle delta psi is smaller than the third course angle included angle threshold value zeta₃I.e. satisfy delta_f<η₁Or delta psi<ζ₃And determining that the target vehicle is in a straight-line running working condition in the lane of the vehicle.

Wherein eta is₁The initial value is 8 degrees zeta₃The initial value is 3 degrees, the specific value is not limited, and the calibration correction can be carried out according to the real vehicle judgment effect.

Specifically, in step S3, calculating an expected following vehicle speed corresponding to the driving condition based on a preset expected following vehicle speed calculation strategy corresponding to the driving condition and according to the driving vehicle speed and a longitudinal distance between the vehicle and the target vehicle; includes steps S31-S32.

S31, calculating the expected following relative distance according to the current speed of the vehicle, the preset following time threshold and the preset minimum safe distance, and satisfying the following formula:

d_des＝t_gapv_ego+d_minformula (2);

wherein v is_egoThe current speed of the vehicle; t is t_gapThe value of the preset car following time threshold is1s-2 s; d_desIs a preset minimum safe distance.

S32, calculating the expected following vehicle speed according to the longitudinal distance, the expected following vehicle relative distance, the running vehicle speed of the target vehicle, the set cruising vehicle speed of the vehicle, the first vehicle speed weight coefficient of the target vehicle and the second vehicle speed weight coefficient of the vehicle, and satisfying the following formula:

wherein v is_xfThe running speed of the target vehicle; v. of_setA cruising speed set for the vehicle; d_fIs the longitudinal distance; k₁Taking a value for a first vehicle speed weight coefficient of the target vehicle according to the expected following vehicle speed calculation strategy; sigma₁And taking a value for a second vehicle speed weight coefficient of the vehicle according to the expected following vehicle speed calculation strategy.

The expected following vehicle speed calculation strategy corresponds to the driving working condition, and K is formulated according to the expected following vehicle speed calculation strategy₁And σ₁And the weight coefficient is according to the corresponding relation of the running conditions. K₁And σ₁The reference values are as follows:

s301, when the target vehicle and the vehicle are in different lanes and the target vehicle does not have a cut-in tendency behavior in a certain period, taking values as follows: k₁＝0，σ₁1, namely the vehicle cruises to run according to the set cruising speed;

s302, when the target vehicle and the host vehicle are in different lanes, and the longitudinal distance satisfies d_f≥1.2d_des(namely, the safety distance is met, and the cutting-in tendency of the front vehicle does not need to be judged and corresponding outside the distance), the following values are obtained: k₁＝0，σ₁＝1；

S303, when the target vehicle and the vehicle are in different lanes, the target vehicle is in a general cut-in tendency behavior working condition, and the longitudinal distance satisfies d_f<1.2d_desAnd then, taking the value: k₁＝0，σ₁The vehicle can be taken as 0.9-0.98, namely, the vehicle can do certain defense response to general cut-in behaviors and properly reduce the speed of the vehicle;

s304, when the target vehicle and the host vehicle are in different lanes, the target vehicle is in a strong cut-in tendency behavior working condition, and the longitudinal distance satisfies d_f<1.2d_desAnd then, taking the value: k₁＝0，σ₁The vehicle can be taken as 0.8-0.9, namely the vehicle can do certain defense response to the strong cut-in behavior and properly reduce the vehicle speed;

s305, when the target vehicle and the vehicle are in the same lane and the target vehicle is in a straight-line running working condition in the lane, further combining the relationship between the longitudinal distance and the minimum safe distance and the longitudinal driving behavior working condition to judge and take values:

a) when the relationship between the longitudinal distance and the minimum safety distance satisfies d_f≥1.2d_desThen, the values refer to table 1:

TABLE 1 longitudinal driving behavior K of different target vehicles₁And σ₁Value of

Target vehicle longitudinal driving behavior	κ₁	σ₁
			Accelerated driving condition	0	1
Constant speed running condition	1.1	0
			Deceleration driving condition	1.05	0
Normal deceleration braking regime	1.02	0
			Emergency braking mode	1	0

b) When the relation between the longitudinal distance and the minimum safety distance meets 1.05d_des≤d_f<1.2d_desThen, the values refer to table 2:

TABLE 2 longitudinal driving behavior K of different target vehicles₁And σ₁Value of

Target vehicle longitudinal driving behavior	κ₁	σ₁
			Accelerated driving condition	1.1	0
Constant speed running condition	1.05	0
			Deceleration driving condition	1.02	0
Normal deceleration braking regime	1	0
			Emergency braking mode	0.95	0

c) When the relation between the longitudinal distance and the minimum safety distance satisfies 0.95d_des≤d_f<1.05d_desThen, the values refer to table 3:

TABLE 3 longitudinal driving behavior K of different target vehicles₁And σ₁Value of

Target vehicle longitudinal driving behavior	κ₁	σ₁
			Accelerated driving condition	1.02	0
Constant speed running condition	1	0
			Deceleration driving condition	0.95	0
Normal deceleration braking regime	0.9	0
			Emergency braking mode	0.85	0

d) When the relationship between the longitudinal distance and the minimum safety distance satisfies d_f<0.95d_desThen, the values refer to table 4:

TABLE 4 longitudinal driving behavior K of different target vehicles₁And σ₁Value of

Target vehicle longitudinal driving behavior	κ₁	σ₁
			Accelerated driving condition	1	0
Constant speed running condition	0.95	0
			Deceleration driving condition	0.9	0
Normal deceleration braking regime	0.85	0
			Emergency braking mode	0.75	0

S306, when the target vehicle and the vehicle are in the same lane and the target vehicle is in a lane cutting behavior condition, taking the following values: kappa₁＝0，σ₁1, namely the vehicle cruises to run according to the set cruising speed;

s307, when the target vehicle and the host vehicle are in the same lane and the target vehicle is in a working condition that the target vehicle turns to enter a curve in the host vehicle lane, firstly, the driving speed v of the target vehicle is received_xfAnd yaw angular velocity ω_rfObtaining the radius of the curve where the target vehicle enters, and then correcting the first vehicle speed weight coefficient K according to the radius of the curve₁And the second vehicle speed weight coefficient sigma₁The method is used for meeting the requirements of comfort, safety and the like of the vehicle on a curve, and specifically comprises the following steps:

a) firstly, calculating the radius of the curve entered by the target vehicle:

b) according to the calculatedRadius of the curve is obtained as K₁And σ₁With reference to table 5:

TABLE 5 radius of different curves K₁And σ₁Value of

Radius R_f	κ₁	σ₁
			R_f≥500m	0.95～1	0
200m≤R_f<500m	0.8～0.95	0
			R_f<200m	0.5～0.8	0

It is worth to be noted that the weight coefficients under the above working conditions can be corrected and calibrated according to the actual vehicle following test to obtain the weight coefficient look-up table value. According to the embodiment of the invention, the judgment threshold coefficient, the vehicle speed weight coefficient and the like are introduced according to different identified running behavior conditions of the target vehicle, so that the advance prejudgment and advance defense or response of the conditions can be realized, the following safety is ensured, and the personification of automatic following running is better realized.

Specifically, in step S4, the following travel of the subject vehicle to the target vehicle is controlled in accordance with the desired following vehicle speed.

In an alternative embodiment, after the expected following vehicle speed is obtained, the host vehicle may adjust the current vehicle speed of the host vehicle according to the expected following vehicle speed, so that the host vehicle follows the target vehicle according to the expected following vehicle speed.

In another alternative embodiment, after the expected following vehicle speed is obtained, the vehicle is controlled to run by calculating the acceleration and converting the acceleration into a control quantity. In this case, the controlling the following travel of the subject vehicle to the target vehicle in accordance with the desired following vehicle speed includes steps S41 to S43:

s41, calculating the expected following acceleration of the vehicle according to the expected following speed;

s42, converting the expected following acceleration into a control quantity for controlling the following running of the vehicle;

and S43, controlling the following running of the vehicle to the target vehicle according to the control quantity.

For example, after the expected following vehicle speed is obtained, the expected following vehicle acceleration corresponding to the expected following vehicle speed can be calculated, and then the expected following vehicle acceleration is converted into a control quantity which can be directly output to the underlying controller VCU and the ESP through the acceleration controller.

Alternatively, when the desired following acceleration is a positive value, that is, when acceleration is desired, the control amount includes a driving torque, and the vehicle invokes a driving controller, the principle of which is shown in fig. 2. Ax in the figure_desFor said desired following acceleration, T_FBFor feedback of torque, T_FFFor a feed forward moment, a_xFor acceleration of the vehicle, T_mIs the driving torque. In this case, the conversion of the desired following acceleration into a control amount for controlling the travel of the own vehicle includes S401 to S404:

s401, constructing a longitudinal dynamic equation of the vehicle according to the mass and the acceleration of the vehicle, and satisfying the following formula:

ma_x＝F_x-F_aero-F_r-mgsin θ formula (5)；

Wherein m is the mass of the vehicle; a is_xIs the acceleration of the vehicle; theta is the road gradient; f_aeroIs the air resistance; f_rIs rolling resistance; f_xIs a longitudinal driving force;

wherein, F_xThe following formula is satisfied:

wherein r is_wIs the radius of the wheel of the bicycle;

s402, calculating the feedforward moment of the vehicle according to the longitudinal dynamic equation, and meeting the following formula:

T_FF＝r_W(ma_x+F_aero+F_r+ mgsin θ) formula (7);

s403, carrying out PID feedback control adjustment on the deviation between the expected following acceleration and the actual acceleration of the vehicle to obtain a feedback torque, wherein the feedback torque meets the following formula:

wherein k is_p、k_i、k_dProportional control parameters, integral control parameters and differential control parameters of PID feedback control are respectively;

s404, taking the sum of the feedforward torque and the feedback torque as the driving torque of the vehicle, and satisfying the following formula:

T_m＝T_FF+T_FBformula (9).

Alternatively, when the expected following acceleration is a negative value, i.e. when deceleration is expected, the control amount includes a braking percentage, and the vehicle calls for a brake controller, the principle of which is shown in fig. 3. Ax in the figure_desThe expected following acceleration is obtained; BrkFF is the desired braking percentage obtained by the feed-forward control, i.e., the feed-forward braking percentage; BrkFB is obtained for feedback controlDesired brake percentage, i.e., feedback brake percentage; a is_xBrk is the percent braking for the acceleration of the vehicle. In this case, the converting the desired following acceleration into a control amount for controlling the traveling of the host vehicle includes S405 to S407:

s405, acquiring a feedforward braking percentage corresponding to the expected follow-up acceleration and the current speed of the vehicle by inquiring a preset relation table; the preset relation table records the corresponding relation between the vehicle speed and the expected following vehicle acceleration of the vehicle and the feedforward braking percentage;

illustratively, the preset relation table is acquired according to a real vehicle calibration test, a tester maintains a certain driving speed, such as 10km/h, each time, respectively applies a certain braking percentage or a certain brake pedal position (5%, 10%, 15%, 20%... times, to 100% gradient increase), the vehicle deceleration under the corresponding braking percentage under a certain speed can be acquired through a vehicle-mounted acceleration sensor signal, then the vehicle deceleration is sequentially increased to 15km/h and 20km/h to a higher speed of more than 60km/h each time, the step of applying the braking percentage to obtain the braking deceleration is repeated, so that a three-dimensional table of the vehicle speed-braking percentage-deceleration (namely the vehicle speed-expected following acceleration-feedforward braking percentage of the vehicle) is obtained, and thus the current vehicle speed and the expected following acceleration of the vehicle are input as a table look-up model, the feed forward braking percentage may be obtained by a look up table.

S406, carrying out PID feedback control and regulation on the deviation between the expected following acceleration and the actual acceleration of the vehicle to obtain a feedback braking percentage; the PID feedback control adjustment is the same as step S403, and is not described herein again;

s407, taking the sum of the feedforward braking percentage and the feedback braking percentage as the braking percentage of the vehicle, and satisfying the following formula:

brk ═ BrkFB + BrkFF equation (10).

Further, the control and regulation parameters for PID feedback control and regulation correspond to the driving style of the driver currently identified by the vehicle; the corresponding relation between the control and adjustment parameters and the driving style is preset; the control and regulation parameters are obtained by carrying out adaptive learning on the driving habits of the driver in advance, and comprise: proportional control parameters, integral control parameters, and derivative control parameters. In the prior art, a single fixed control parameter is adopted to control a vehicle to track an expected speed, so that the adaptability to different drivers is difficult to guarantee, and the driving style of the driver is identified on line in real time by adopting self-adaptive learning, so that the vehicle following style of the driver can be adapted, and the vehicle following style is more in line with anthropomorphic automatic driving.

Illustratively, the driving style of a driver is identified on line in real time by adopting self-adaptive learning, and then a set of control parameters is mapped on line to adapt to the following style of the driver, so as to realize anthropomorphic automatic driving. The specific implementation mode is as follows:

firstly, after a driver manually drives a vehicle for a period of time, an automatic vehicle following system can identify the driving style of the driver in real time on line, such as an aggressive driver, a steady driver, a conservative driver and the like;

secondly, a set of control parameters which are adaptive to the respective driver styles and are mapped by adopting self-adaptive learning are adopted, and then the control parameters are switched according to different driver styles, such as a proportion control parameter k of an aggressive style_pLarge and steady proportional control parameter k_pModerate and conservative ratio control parameter k_pSmaller, etc.

It should be noted that in the embodiment of the present invention, adaptive learning is adopted to control the control regulation parameter of the PID feedback link according to the style of the driver, so as to change the control quantity (driving torque or braking percentage), which in turn can regulate the expected following acceleration of the vehicle. Therefore, the calculating of the desired following acceleration of the host vehicle based on the desired following vehicle speed in step S41 includes: and calculating the expected following acceleration of the vehicle according to the expected following vehicle speed and the control parameters set on line by the adaptive learning.

Further, the process of the above steps S1-S4 can refer to fig. 4.

Compared with the prior art, the vehicle running control method disclosed by the embodiment of the invention has the advantages that the current running information of the target vehicle in front of the vehicle is obtained, so that the current running working condition of the target vehicle is determined according to the running information, the expected following vehicle speed corresponding to the running working condition is calculated according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle, the following vehicle condition relation between the target vehicle and the vehicle can be established, the expected following vehicle speed under various working conditions is planned, and the following running of the vehicle to the target vehicle is controlled according to the expected following vehicle speed. The influence of transverse driving state information is considered in calculating the expected following vehicle speed, and the transverse driving behavior working condition of the target vehicle is combined, so that a relatively stable following strategy can be obtained when the target vehicle suddenly changes in transverse behavior, the problem that in the existing driving control method, the transverse behavior of a front vehicle cannot be well predicted due to neglect of transverse direction information quantity, the driving safety of automatic following vehicles under more complex working conditions cannot be met is solved, the safety of the automatic following vehicles under the complex working conditions in the driving process can be effectively improved in the driving control of the automatic following vehicles, and the driving efficiency of roads is effectively improved.

Referring to fig. 5, fig. 5 is a schematic structural diagram of a vehicle travel control device 10 according to an embodiment of the present invention; the vehicle travel control device 10 includes:

a running information acquisition module 11 for acquiring current running information of a target vehicle in front of the own vehicle; the driving information comprises longitudinal driving state information and transverse driving state information; the longitudinal running state information comprises running speed and position information;

the running condition determining module 12 is configured to determine a current running condition of the target vehicle according to the running information; the running conditions comprise longitudinal running behavior conditions corresponding to the longitudinal running state information and transverse running behavior conditions corresponding to the transverse running state information;

the expected following vehicle speed calculating module 13 is configured to calculate, based on a preset expected following vehicle speed calculating strategy corresponding to the driving condition, an expected following vehicle speed corresponding to the driving condition according to the driving vehicle speed and a longitudinal distance between the vehicle and the target vehicle; the longitudinal distance is calculated according to the current position information of the target vehicle and the current position information of the vehicle;

and the running control module 14 is used for controlling the vehicle to follow the target vehicle to run according to the expected vehicle following speed.

It should be noted that the vehicle driving control device 10 according to the embodiment of the present invention may be a vehicle-mounted terminal in the vehicle, where the vehicle-mounted terminal is a front-end device of a vehicle monitoring and management system, integrates multiple functions such as data processing and data communication, and has a strong service scheduling function and data processing capability. Optionally, the vehicle is an electric vehicle.

The vehicle establishes a communication connection with a target vehicle in advance. Illustratively, the host vehicle and the target vehicle perform signal transmission by using vehicle-to-vehicle communication technology (V2V) of vehicle networking technology, and the communication devices used for performing signal transmission include, but are not limited to, vehicle-mounted DSRC (Dedicated Short Range Communications ) wireless communication devices, LTE-V communication devices, and novel 5G communication devices.

The driving information includes longitudinal driving state information and lateral driving state information.

Optionally, after the driving information obtaining module 11 obtains the driving information sent by the target vehicle, the received driving information is filtered because the driving information may have large noise interference. The filtering processing method includes, but is not limited to, first-order low-pass filtering or sliding mean filtering.

The running condition comprises a longitudinal running behavior condition corresponding to the longitudinal running state information and a transverse running behavior condition corresponding to the transverse running state information. In the vehicle following decision making, according to the received target vehicle running information, the longitudinal running behavior working condition and the transverse running behavior working condition of the target vehicle are identified on line according to a certain identification rule, so that more complex working conditions can be dealt with, and the vehicle following safety is ensured.

Optionally, the driving condition determining module 12 includes:

a longitudinal running behavior condition determining unit 121, configured to determine a longitudinal running behavior condition of the target vehicle according to the acceleration of the target vehicle and the brake pedal signal; the longitudinal running behavior working condition comprises an acceleration running working condition, a constant speed running working condition, a deceleration running working condition, a conventional deceleration braking working condition and an emergency braking working condition.

A transverse driving behavior determining unit 122, configured to calculate a transverse distance between the target vehicle and the host vehicle according to the position information of the target vehicle and the position information of the host vehicle; calculating a course angle included angle between the target vehicle and the vehicle according to the course angle of the target vehicle and the course angle of the vehicle; determining the transverse driving behavior condition of the target vehicle according to the transverse distance and the course angle included angle; the transverse driving behavior working conditions comprise a vehicle lane cut-in behavior working condition, a vehicle lane cut-out behavior working condition and a vehicle lane driving behavior working condition.

Optionally, the longitudinal driving behavior determination unit 121 is specifically configured to:

Optionally, the lateral driving behavior determination unit 122 is specifically configured to:

The determining the type of the behavior working condition of the target vehicle for cutting into the lane of the vehicle according to the change rate of the transverse distance and the included angle of the course angle comprises the following steps:

The determining the type of the behavior condition of the cut-out vehicle lane of the target vehicle according to the turn signal comprises the following steps:

If the steering lamp signal is a no-steering signal, determining the type of the driving behavior condition of the lane of the target vehicle according to the course angle included angle and the steering wheel corner of the target vehicle, including:

The expected following vehicle speed calculating module 13 is configured to calculate an expected following vehicle relative distance according to the current vehicle speed of the vehicle, a preset following time threshold, and a preset minimum safe distance; calculating the expected following vehicle speed according to the longitudinal distance, the expected following relative distance, the running vehicle speed of the target vehicle, the set cruising vehicle speed of the vehicle, the first vehicle speed weight coefficient of the target vehicle and the second vehicle speed weight coefficient of the vehicle; and the values of the first vehicle speed weight coefficient and the second vehicle speed weight coefficient are set according to the expected following vehicle speed calculation strategy.

The travel control module 14 includes:

an expected following acceleration calculation unit 141 that calculates an expected following acceleration of the host vehicle from the expected following vehicle speed;

an expected following acceleration conversion unit 142 configured to convert the expected following acceleration into a control amount for controlling the following traveling of the vehicle;

and a following travel control unit 143 configured to control following travel of the target vehicle by the host vehicle according to the control amount.

When the desired following acceleration is a positive value, the control amount includes a drive torque; then, the following-vehicle running control unit 143 is configured to:

When the expected following acceleration is a negative value, the control amount comprises a braking percentage; then, the following running control unit 143 is further configured to:

Optionally, the control and adjustment parameters for performing PID feedback control and adjustment correspond to the driving style of the driver currently recognized by the vehicle; the corresponding relation between the control and adjustment parameters and the driving style is preset; the control adjustment parameters are obtained by carrying out adaptive learning on the driving habits of the driver in advance.

For the working process of each module in the vehicle driving control device 10 according to the embodiment of the present invention, please refer to the working process of the vehicle driving control method according to the above embodiment, which is not described herein again.

Compared with the prior art, the vehicle running control device 10 disclosed in the embodiment of the invention determines the current running condition of the target vehicle according to the running information by acquiring the current running information of the target vehicle in front of the vehicle, and calculates the expected following vehicle speed corresponding to the running condition according to the running vehicle speed and the longitudinal distance between the vehicle and the target vehicle, so that the following vehicle condition relationship between the target vehicle and the vehicle can be established, the expected following vehicle speed under various conditions can be planned, and the following running of the vehicle to the target vehicle can be controlled according to the expected following vehicle speed. The influence of transverse driving state information is considered in calculating the expected following vehicle speed, and the transverse driving behavior working condition of the target vehicle is combined, so that a relatively stable following strategy can be obtained when the target vehicle suddenly changes in transverse behavior, the problem that in the existing driving control method, the transverse behavior of a front vehicle cannot be well predicted due to neglect of transverse direction information quantity, the driving safety of automatic following vehicles under more complex working conditions cannot be met is solved, the safety of the automatic following vehicles under the complex working conditions in the driving process can be effectively improved in the driving control of the automatic following vehicles, and the driving efficiency of roads is effectively improved.

Referring to fig. 6, fig. 6 is a schematic structural diagram of a vehicle running control system 20 according to an embodiment of the present invention; the vehicle travel control system 20 includes: a processor 21, a memory 22 and a computer program, such as a driving control program, stored in said memory and executable on said processor. The processor 21, when executing the computer program, implements the steps in the above-described embodiments of the testing method, such as the steps S1-S4 shown in fig. 1. Alternatively, the processor implements the functions of the modules in the device embodiments described above, such as the travel information acquisition module 11, when executing the computer program.

Illustratively, the computer program may be divided into one or more modules, which are stored in the memory 22 and executed by the processor 21 to accomplish the present invention. The one or more modules may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution process of the computer program in the vehicle travel control system 20. For example, the computer program may be divided into a driving information obtaining module 11, a driving condition determining module 12, a desired following vehicle speed calculating module 13 and a driving control module 14, and the specific functions of the modules are as follows:

the running information obtaining module 11 is used for obtaining the current running information of a target vehicle in front of the vehicle; the driving information comprises longitudinal driving state information and transverse driving state information; the longitudinal running state information comprises running speed and position information;

and the running control module 14 is configured to control the vehicle to follow the target vehicle according to the expected vehicle following speed.

The vehicle driving control system 20 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or other computing devices. The vehicle travel control system 20 may include, but is not limited to, a processor 21 and a memory 22. It will be understood by those skilled in the art that the schematic diagram is merely an example of an image enhancement device, and does not constitute a limitation on the vehicle travel control system 20, and may include more or less components than those shown, or combine some components, or different components, for example, the vehicle travel control system 20 may further include an input-output device, a network access device, a bus, etc.

The Processor 21 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, and the processor 21 is a control center of the vehicle travel control system 20 and connects various parts of the entire vehicle travel control system 20 by using various interfaces and lines.

The memory 22 may be used to store the computer programs and/or modules, and the processor 21 may implement various functions of the vehicle running control system 20 by operating or executing the computer programs and/or modules stored in the memory 22 and calling data stored in the memory 22. The memory 22 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data (such as audio data, a phonebook, etc.) created according to the use of the cellular phone, and the like. In addition, the memory 22 may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.

The integrated modules of the vehicle driving control system 20 may be stored in a computer-readable storage medium if they are implemented in the form of software functional units and sold or used as independent products. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like.

In the driving control device and the readable storage medium for an automobile according to embodiment 3 of the present invention, the position information of the vehicle is obtained by obtaining the image information of the environment where the vehicle is located, and the position information includes the inter-vehicle distance information between the vehicle and the vehicle ahead and the offset information between the vehicle and the center of the lane. And acquiring the driving state information of the vehicle, so as to obtain a corresponding control strategy through a reinforcement learning model according to the position information and the driving state information. In the process of calculating the control strategy, the influence of the inter-vehicle distance information and the offset information is considered, and the driving state information is combined to calculate through reinforcement learning, so that a relatively stable control strategy can be obtained when the driving of the front vehicle is suddenly changed, the problem that the driving control of the vehicle is easily greatly influenced when the driving of the front vehicle is suddenly changed in the conventional driving control method is solved, and the stability and the safety of the vehicle in the driving process can be effectively improved in the driving control of the automatic following vehicle.

While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.

Claims

1. A vehicle travel control method characterized by comprising:

2. The vehicle travel control method according to claim 1, wherein the travel information is collected and transmitted by the target vehicle.

3. The vehicle running control method according to claim 2, wherein the longitudinal running state information further includes an acceleration of the target vehicle and a brake pedal signal; then, the determining the current driving condition of the target vehicle according to the driving information includes:

4. The vehicle travel control method of claim 3, wherein said determining a longitudinal travel behavior of the target vehicle based on the acceleration and the brake pedal signal comprises:

5. The vehicular running control method according to any one of claims 2 to 4, wherein the lateral running state information includes a heading angle of the target vehicle; then, the determining the current driving condition of the target vehicle according to the driving information further includes:

6. The vehicle running control method according to claim 5, wherein the lateral running state information further includes a turn signal and a steering wheel angle; then, the determining the transverse driving behavior condition of the target vehicle according to the transverse distance and the course angle included angle includes:

7. The vehicle travel control method of claim 6, wherein said determining the type of the cut-in-lane behavior of the target vehicle based on the rate of change of the lateral distance and the heading angle pinch comprises:

8. The vehicle travel control method according to claim 6, wherein the determining the type of the cut-out own-vehicle-lane behavior pattern of the target vehicle according to the turn signal includes:

9. The vehicle driving control method of claim 8, wherein if the turn signal is no turn signal, the determining the type of the lane driving behavior of the target vehicle according to the course angle and the steering wheel angle of the target vehicle comprises:

10. The vehicle travel control method according to any one of claims 1 to 4, wherein the calculating a desired following vehicle speed corresponding to the travel condition based on a desired following vehicle speed calculation strategy that corresponds to the travel condition and is preset, and based on the travel vehicle speed and a longitudinal distance of the own vehicle from the target vehicle, includes:

11. The vehicle travel control method according to any one of claims to 4, wherein the controlling of the following travel of the subject vehicle to the target vehicle in accordance with the desired following vehicle speed includes:

12. The vehicle running control method according to claim 11, wherein the host vehicle is an electric vehicle, and the control amount includes a drive torque when the desired following acceleration is a positive value; then, the converting the desired following acceleration into a control amount for controlling the running of the own vehicle includes:

13. The vehicular running control method according to claim 11, wherein the control amount includes a braking percentage when the desired following acceleration is a negative value; then, the converting the desired following acceleration into a control amount for controlling the running of the own vehicle includes:

14. The vehicle travel control method according to claim 12 or 13, characterized in that the control adjustment parameter subjected to the PID feedback control adjustment corresponds to a driving style of a driver currently recognized by the own vehicle; the corresponding relation between the control and adjustment parameters and the driving style is preset; the control adjustment parameters are obtained by carrying out adaptive learning on the driving habits of the driver in advance.

15. A vehicle travel control device characterized by comprising:

16. A vehicle travel control system, characterized by comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, the processor implementing the vehicle travel control method according to any one of claims 1 to 14 when executing the computer program.

17. A computer-readable storage medium, characterized in that the computer-readable storage medium comprises a stored computer program, wherein the apparatus on which the computer-readable storage medium is located is controlled to execute the vehicle travel control method according to any one of claims 1 to 14 when the computer program is executed.