CN116198494A

CN116198494A - Vehicle cut-in judgment and vehicle brake control method and device and electronic equipment

Info

Publication number: CN116198494A
Application number: CN202310341048.8A
Authority: CN
Inventors: 段军峰; 王君; 蔡探探; 刘庆伟
Original assignee: Zero Beam Technology Co ltd
Current assignee: Zero Beam Technology Co ltd
Priority date: 2023-03-31
Filing date: 2023-03-31
Publication date: 2023-06-02

Abstract

The application provides a vehicle cut-in judging and vehicle braking control method, device, electronic equipment and storage medium, which comprise the steps of determining longitudinal collision time of a neighboring vehicle and a host vehicle along the longitudinal direction, transverse collision time of the neighboring vehicle and the host vehicle along the transverse direction and two-vehicle overlap ratio of the neighboring vehicle and the host vehicle after running for a calibration time according to position information, vehicle speed information and calibration time of the host vehicle and the neighboring vehicle at the current moment; and obtaining a vehicle cut-in judgment result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio. Therefore, the cutting-in intention of the adjacent vehicle can be accurately judged, and the accuracy of vehicle braking control is improved.

Description

Vehicle cut-in judgment and vehicle brake control method and device and electronic equipment

Technical Field

The embodiment of the application relates to the technical field of vehicle control, in particular to a vehicle cut-in judgment and vehicle brake control method, a device, electronic equipment and a storage medium.

Background

With the continuous development of ADAS (advanced driving assistance system) technology, functions related to active safety, such as LDW (lane departure warning system), AEB (automatic emergency braking system), etc., have become standard and regulatory mandate items of commercial vehicles.

Among them, AEB is gaining attention as an important function for avoiding rear-end collisions. The AEB mainly comprises a plurality of functions of obstacle perception, target selection and vehicle control, wherein the selection of the target vehicle refers to the selection of the obstacle running in front of the main vehicle, whether the target vehicle selection result is accurate or not can directly influence the performance of the AEB, and if the AEB performance is poor, a large number of false brakes of the main vehicle can be caused, and driving danger is caused. The finding of a large amount of drive test data is that a front cut in (cut in) scene in the process of selecting the target vehicle is a difficult point in the process of selecting the obstacle.

In view of the foregoing, a technical solution for accurately determining the cut-in of the front vehicle is needed.

Disclosure of Invention

In view of this, the embodiments of the present application provide a method, an apparatus, an electronic device, and a storage medium for determining a cut-in of a vehicle and controlling braking of the vehicle, so as to solve the problem in the prior art that the accuracy of the cut-in determination result of the vehicle is not high.

According to a first aspect of an embodiment of the present application, there is provided a vehicle cut-in determination method, including: according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, determining the longitudinal collision time of the adjacent vehicle and the main vehicle along the longitudinal direction, the transverse collision time of the adjacent vehicle and the main vehicle along the transverse direction and the two-vehicle contact ratio of the adjacent vehicle and the main vehicle after the calibration time is carried out; obtaining a vehicle cut-in judgment result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio; wherein the longitudinal direction and the transverse direction are determined based on a reference coordinate system of the host vehicle, and the longitudinal direction and the transverse direction are mutually perpendicular.

According to a second aspect of the embodiments of the present application, there is provided a vehicle brake control method, including: according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, vehicle cut-in judgment is carried out on the adjacent vehicle, and when a judgment result of the cut-in intention of the adjacent vehicle is obtained, the adjacent vehicle is determined to be a target vehicle of the main vehicle; executing braking control of the host vehicle according to the determination result of the target vehicle; wherein the vehicle cut-in determination is performed on the neighboring vehicle using the vehicle cut-in determination method as described in the first aspect.

According to a third aspect of the embodiments of the present application, there is provided a vehicle cut-in determination device, including: the calculating unit is used for determining the longitudinal collision time of the adjacent vehicle and the main vehicle along the longitudinal direction, the transverse collision time of the adjacent vehicle and the main vehicle along the transverse direction and the two-vehicle overlap ratio of the adjacent vehicle and the main vehicle after the adjacent vehicle and the main vehicle run for the calibration time according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle at the current time; the judging unit is used for obtaining a vehicle cut-in judging result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio; wherein the longitudinal direction and the transverse direction are determined based on a reference coordinate system of the host vehicle, and the longitudinal direction and the transverse direction are mutually perpendicular.

According to a fourth aspect of the embodiments of the present application, there is provided a vehicle brake control device including: the control unit is used for judging the cutting-in of the executing vehicle according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, and determining the adjacent vehicle as the target vehicle of the main vehicle when the judging result of the cutting-in intention of the adjacent vehicle is obtained; a braking unit configured to execute braking control of the host vehicle according to a determination result of the target vehicle; wherein the control unit performs the vehicle cut-in determination on the neighboring vehicle by using the vehicle cut-in determination method according to the first aspect or by using the vehicle cut-in determination device according to the third aspect.

According to a fifth aspect of embodiments of the present application, there is provided an electronic device, including: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other through the communication bus; the memory is configured to store at least one executable instruction, where the executable instruction causes the processor to perform an operation corresponding to the vehicle cut-in determination method according to the first aspect, or perform an operation corresponding to the vehicle brake control method according to the second aspect.

According to a sixth aspect of embodiments of the present application, there is provided a computer storage medium having stored thereon a computer program which, when executed by a processor, can implement the vehicle cut-in determination method as described in the first aspect or implement the vehicle brake control method as described in the second aspect.

By means of the technical scheme of the embodiments, the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio after the driving calibration time are judged according to the current positions, the current vehicle speeds and the calibration time of the main vehicle and the adjacent vehicles, so that the cutting-in intention of the adjacent vehicles is accurately judged, the accuracy of vehicle braking control is improved, and the driving safety of the vehicles is improved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a process flow diagram of a vehicle cut-in determination method according to an exemplary embodiment of the present application.

Fig. 2 to 4 are application diagrams of the vehicle cut-in determination method according to the exemplary embodiment of the present application.

Fig. 5 is a process flow diagram of a vehicle cut-in determination method according to another exemplary embodiment of the present application.

Fig. 6 is a process flow diagram of a vehicle cut-in determination method according to another exemplary embodiment of the present application.

Fig. 7 is a process flow diagram of a vehicle cut-in determination method according to another exemplary embodiment of the present application.

Fig. 8 is a process flow diagram of a vehicle brake control method according to an exemplary embodiment of the present application.

Fig. 9 is a block diagram of a vehicle cut-in determination device according to an exemplary embodiment of the present application.

Fig. 10 is a block diagram of a vehicle brake control device according to an exemplary embodiment of the present application.

Fig. 11 is a block diagram of an electronic device according to an exemplary embodiment of the present application.

Detailed Description

In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. It will be apparent that the embodiments described are some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

The vehicle cut-in judgment and vehicle brake control method, device, electronic equipment and storage medium provided in the embodiments of the present application are described in detail below with reference to the accompanying drawings.

As described in the background section, the accuracy of the target vehicle selection result directly affects the performance of AEB (automatic emergency brake system), and the determination of the cut-in of the front vehicle is a major difficulty in the target vehicle selection process through a large amount of road test data discovery. In view of this, the application provides a technical scheme that can effectively promote vehicle cut-in judgement accuracy.

Embodiments of the present application will be described in detail below with reference to the accompanying drawings.

Referring to fig. 1, which shows a process flow chart of a vehicle cut-in determination method according to an exemplary embodiment of the present application, it mainly includes the following process steps:

step S102, according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle at the current time, the longitudinal collision time of the adjacent vehicle and the main vehicle along the longitudinal direction, the transverse collision time of the adjacent vehicle and the main vehicle along the transverse direction and the two-vehicle overlap ratio of the adjacent vehicle and the main vehicle after the running calibration time are determined.

In this embodiment, the neighboring vehicles include vehicles traveling on different lanes than the host vehicle. Referring to the example shown in fig. 2, the host vehicle travels on a host vehicle lane, the neighboring vehicle travels on a neighboring vehicle lane on either side of the host vehicle lane (e.g., neighboring vehicle lane where neighboring vehicle 1 travels on the left side of the host vehicle lane, neighboring vehicle 2 travels on the right side of the host vehicle lane), and the longitudinal position spacing between the neighboring vehicle and the host vehicle is less than a given spacing threshold, e.g., the spacing between the neighboring vehicle and the host vehicle may be controlled within 80 meters.

Optionally, sensors on the host vehicle and/or the adjacent vehicle can be used to obtain position information, vehicle speed information and the like of the host vehicle and the adjacent vehicle at the current moment.

Illustratively, the sensors on the host vehicle and/or the neighboring vehicle may include one or more of cameras, millimeter wave radar, ultrasonic radar, laser radar, global satellite navigation system, inertial navigation system, and the like.

In this embodiment, the longitudinal direction and the lateral direction are determined based on the reference coordinate system of the host vehicle, and the longitudinal direction and the lateral direction are perpendicular to each other. For example, the longitudinal direction is, for example, the X-axis direction shown in fig. 3, and the transverse direction is, for example, the Y-axis direction shown in fig. 3.

In this embodiment, the location information of each of the host vehicle and the neighboring vehicle at the current time includes: the longitudinal position and the transverse position of the main vehicle at the current time, and the longitudinal position and the transverse position of the adjacent vehicle at the current time.

In this embodiment, the vehicle speed information of the host vehicle and the neighboring vehicle at the current time includes: longitudinal speed V of host vehicle at current moment _{x_ego} Longitudinal acceleration a of host vehicle _{x_ego} Lateral speed V of main vehicle _{y_ego} And the longitudinal speed V of the adjacent vehicle at the current moment _{x_obj} Longitudinal acceleration a of adjacent vehicle _{x_obj} Lateral velocity V of adjacent vehicle _{y_obj} (refer to FIG. 4).

In this embodiment, the longitudinal collision time TTC indicates the time required for the collision between the host vehicle and the adjacent vehicle in the longitudinal direction at the current vehicle speed and the current travel route, and the lateral collision time TTLC indicates the time required for the collision between the host vehicle and the adjacent vehicle in the lateral direction at the current vehicle speed and the current travel route.

Optionally, the calibration time includes a first calibration time and a second calibration time.

Illustratively, a first calibration time t _lat1 Can be set to 1.0 second, and the second calibration time t _lat2 Can be set to 1.25 seconds.

Alternatively, the two-vehicle overlap ratio may include a first two-vehicle overlap ratio corresponding to the first calibration time and a second two-vehicle overlap ratio corresponding to the second calibration time.

And step S104, obtaining a vehicle cut-in judgment result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio.

Optionally, the vehicle cut-in judgment result of the adjacent vehicle can be obtained according to the reference area where the adjacent vehicle falls in at the current time, the adjacent vehicle transverse speed, the longitudinal collision time, the transverse collision time, the first two-vehicle overlap ratio and the second two-vehicle overlap ratio of the adjacent vehicle at the current time.

In this embodiment, the reference area includes a first reference area covering a neighboring vehicle lane where the neighboring vehicle travels, a second reference area covering a central portion of the host vehicle lane, and a third reference area covering a non-central portion of the host vehicle lane, wherein the third reference area is located between the first reference area and the second reference area (as shown in fig. 4).

In this embodiment, the vehicle cut-in determination result of the adjacent vehicle may include a cut-in intention of the adjacent vehicle, which is used to indicate a driving behavior of the adjacent vehicle for cutting into the host vehicle lane from the adjacent vehicle lane in front of the host vehicle.

In summary, according to the vehicle cut-in judging method provided by the embodiment, by analyzing the longitudinal collision time and the transverse collision time of the adjacent vehicle and the main vehicle and the two-vehicle overlap ratio after the two vehicles travel for the standard time, the vehicle cut-in judging result of whether the adjacent vehicle has the cut-in intention can be accurately obtained.

Fig. 5 is a process flow diagram of a vehicle cut-in determination method according to another exemplary embodiment of the present application. The embodiment shows a specific implementation of the step S102, and as shown in the figure, the embodiment mainly includes the following steps:

step S502, determining the longitudinal distance according to the transverse position of the main vehicle and the transverse position of the adjacent vehicle.

Alternatively, the longitudinal distance between the adjacent vehicle and the host vehicle in the longitudinal direction may be determined from the difference between the longitudinal position of the host vehicle and the longitudinal position of the adjacent vehicle using a longitudinal distance conversion formula (refer to d shown in fig. 4 _x )。

In the present embodiment, the longitudinal distance conversion formula is expressed as the following formula 1:

d _x ＝x _obj -x _ego (equation 1)

Wherein d _x Representing the longitudinal distance x between the adjacent vehicle and the main vehicle along the longitudinal direction _obj Represents the longitudinal position, x of the adjacent vehicle _ego Representing the longitudinal position of the host vehicle.

Step S504, determining the driving route parameters of the main vehicle according to the longitudinal distance.

Optionally, the driving route parameter of the host vehicle includes one of a short-range route parameter, a medium-range route parameter, and a long-range route parameter.

Alternatively, one of the short-distance route parameter, the intermediate-distance route parameter, and the long-distance route parameter may be determined as the travel route parameter of the host vehicle according to the longitudinal distance and the given short-distance range, intermediate-distance range, and long-distance range.

In the present embodiment, if the longitudinal distance falls within the close range, d _x ∈[0,s1]Determining the short-distance route parameter as the driving route parameter of the main vehicle; if the longitudinal distance falls within the intermediate distance range, i.e. d _x ∈[s1,s2]Determining medium distance route parameters as a host vehicle Driving route parameters of (a); if the longitudinal distance falls within the long distance range, i.e. d _x ∈[s2,inf]The remote route parameter is determined as a travel route parameter of the host vehicle.

Exemplary, s1 is between 30 meters and 40 meters, s2 is between 50 meters and 60 meters, and inf is set to 80 meters.

In the present embodiment, the driving path parameters of the host vehicle may include a lateral centerline offset D ₀ Course angle D of center line ₁ Center line curvature D ₂ Rate of change of center line curvature D ₃ 。

Step S506, according to the driving route parameters of the main vehicle, the lateral deviation of the adjacent vehicle and the longitudinal position of the main vehicle corresponding to the adjacent vehicle is obtained.

Alternatively, a host vehicle travel route of the host vehicle may be determined based on a travel route parameter of the host vehicle, and the host vehicle may be provided to travel along the host vehicle travel route, so that a lateral deviation in a lateral direction between the host vehicle and the neighboring vehicle when the host vehicle travels to a longitudinal position of the neighboring vehicle is obtained (refer to d shown in fig. 4 _y1 ，d _y2 ，d _y3 )。

Alternatively, the lateral deviation can be obtained according to the lateral position of the main vehicle when the main vehicle is located at the longitudinal position of the adjacent vehicle and the lateral position of the adjacent vehicle when the adjacent vehicle is located at the longitudinal position of the adjacent vehicle by using a lateral deviation conversion formula.

In the present embodiment, the lateral deviation conversion formula can be expressed as the following formula 2:

d _y ＝y′ _obj -y′ _ego (equation 2)

Wherein d _y Representing the lateral deviation, y' _obj Represents the lateral position, y 'of the adjacent vehicle when the adjacent vehicle is positioned at the longitudinal position of the adjacent vehicle' _ego Indicating the lateral position of the host vehicle when the host vehicle is in the adjacent longitudinal position.

Step S508, determining longitudinal collision time, transverse collision time and two-vehicle overlap ratio according to the longitudinal distance, the transverse deviation, the respective vehicle sizes of the adjacent vehicles and the main vehicle, the respective vehicle speed information of the adjacent vehicles and the main vehicle at the current time and the calibration time.

Alternatively, the longitudinal collision time may be obtained from the longitudinal distance, the longitudinal speed of the host vehicle, the longitudinal acceleration of the host vehicle, the longitudinal speed of the neighboring vehicle, the longitudinal acceleration of the neighboring vehicle using a longitudinal collision time conversion formula.

In the present embodiment, the longitudinal collision time conversion formula can be expressed as the following formula 3:

wherein TTC represents longitudinal collision time, v _{x_obj} Represents the longitudinal speed of the adjacent vehicle, v _{x_ego} Representing the longitudinal speed of the host vehicle, a _{x_obj} Represents the longitudinal acceleration of the adjacent vehicle, a _{x_ego} Represents the longitudinal acceleration of the main vehicle d _x Representing the longitudinal distance.

Alternatively, the lateral collision time may be obtained from the lateral deviation, the lateral speed of the host vehicle, the lateral speed of the neighboring vehicle using a lateral collision time conversion formula.

In the present embodiment, the lateral collision time conversion formula can be expressed as the following formula 4:

Wherein TTLC represents transverse collision time, d _y Representing lateral deviation, v _{y_obj} Represents the lateral speed of the adjacent vehicle v _{y_ego} Representing the lateral speed of the host vehicle.

Optionally, the respective vehicle dimensions of the host vehicle and the adjacent vehicle include a host vehicle width and an adjacent vehicle width.

Optionally, the contact ratio conversion formula can be utilized, and the contact ratio of the adjacent vehicle and the main vehicle after the driving calibration time is obtained according to the transverse deviation, the main vehicle transverse speed, the adjacent vehicle transverse speed, the calibration time, the main vehicle width and the adjacent vehicle width.

Alternatively, when the lateral deviation between the neighboring vehicle and the host vehicle continues to increase from the nth second and the duration exceeds a preset duration (for example, 100 ms), the lateral collision time at the nth second is reserved, and the lateral collision time is not updated in real time (i.e., the maximum value of the lateral collision time corresponding to the nth second is reserved). By means of the technical scheme, aiming at the working condition that the cutting-in trend is initially provided but the middle is far away from the main vehicle, the position change of the adjacent vehicle is estimated by detecting the position information of the adjacent vehicle (especially detecting the transverse moving speed of the adjacent vehicle), and when the situation that the adjacent vehicle is reversely far away from the main vehicle in the process of approaching the main vehicle is detected, the cutting-in intention judgment is not continuously carried out on the adjacent vehicle, so that a large number of false identifications are eliminated.

In this embodiment, the contact ratio conversion formula can be expressed as the following formula 5:

wherein, overlay represents the Overlap ratio of two vehicles, d _y Representing lateral deviation, v _{y_obj} Represents the lateral speed of the adjacent vehicle v _{y_ego} Represents the transverse speed of the main vehicle, t _lat Indicating the calibration time, l _ego Representing the width of the main vehicle, l _obj Indicating the width of the adjacent vehicle.

Alternatively, the calibration time may include a first calibration time and a second calibration time.

Optionally, the first two-vehicle overlap ratio of the adjacent vehicle and the main vehicle after the first calibration time of running can be obtained according to the transverse deviation, the transverse speed of the main vehicle, the transverse speed of the adjacent vehicle, the first calibration time, the main vehicle width and the adjacent vehicle width by using an overlap ratio conversion formula, and the second two-vehicle overlap ratio of the adjacent vehicle and the main vehicle after the second calibration time of running can be obtained according to the transverse deviation, the transverse speed of the main vehicle, the transverse speed of the adjacent vehicle, the second calibration time, the main vehicle width and the adjacent vehicle width.

In summary, according to the vehicle cut-in judging method of the embodiment, according to the position information, the longitudinal speed, the longitudinal acceleration and the transverse speed of the main vehicle and the adjacent vehicle at the current time, the transverse collision time, the longitudinal collision time and the two-vehicle overlap ratio between the main vehicle and the adjacent vehicle are analyzed, so that a specific solution is provided for the adjacent vehicle cut-in intention according to different distances and different transverse movement speeds between the adjacent vehicle and the main vehicle, and the accuracy of the judging result of the adjacent vehicle cut-in intention can be improved.

Fig. 6 is a process flow chart of a vehicle cut-in judging method according to another exemplary embodiment of the present application, which shows another implementation of step S504, as shown in fig. 6, and mainly includes the following steps:

step S602, a lane line of a main vehicle lane is identified, and a main vehicle running course and a main vehicle lane course are acquired.

Alternatively, a sensor (e.g., a camera) on the host vehicle may be utilized to identify a lane line of the host vehicle lane in which the host vehicle is traveling and to obtain a host vehicle travel heading as well as a host vehicle lane heading.

Step S604, determining whether the recognition result of the lane line of the main vehicle lane meets the preset lane line recognition condition, if yes, executing step S616, and if not, executing step S606.

Alternatively, a lane line of a host vehicle lane in which the host vehicle is traveling may be identified, and when the identification result of the lane line does not satisfy the preset lane line identification condition, the short-distance route parameter is determined as the travel route parameter of the host vehicle. For example, a camera provided on the host vehicle may be used to detect a lane line of the host vehicle lane, and when the definition of the lane line does not meet the preset definition threshold, it indicates that the host vehicle lane has an unclear lane line or no lane line, step S616 is performed.

Step S606, judging whether the included angle between the driving course of the main vehicle and the driving course of the main vehicle falls into a given included angle range, if not, executing step S608, if so, executing step S616

In this embodiment, whether the host vehicle has a lane change trend may be determined according to whether the angle between the host vehicle driving heading and the host vehicle lane heading falls within a given angle range.

Specifically, when the included angle between the driving heading of the host vehicle and the driving heading of the host vehicle falls within the given included angle range and the lateral distance between the center of the front axle of the host vehicle and the center line of the driving lane of the host vehicle is greater than the given deviation threshold (for example, 0.85 m), it indicates that the host vehicle has a lane change trend, and step S616 is performed, otherwise, it indicates that the host vehicle does not have a lane change trend, and step S608 is performed.

Step S608, determining whether the longitudinal distance falls within the close range, if not, executing step S610, and if yes, executing step S616.

In this embodiment, the close range is set to [0, s1]. Exemplary s1 is between 30 meters and 40 meters.

Step S610, determining whether the longitudinal distance falls within the intermediate distance range, if not, executing step S612, and if so, executing step S614.

In the present embodiment, the intermediate distance range is set to [ s1, s2]. Exemplary s2 is between 50 meters and 60 meters.

Step S612, determining the remote route parameter as the driving route parameter of the host vehicle.

Specifically, when the longitudinal distance does not fall within the short-distance range and the intermediate-distance range, representing that the longitudinal distance falls within the long-distance range, the long-distance route parameter is determined as the travel route parameter of the host vehicle.

In this embodiment, the remote route parameter is a given parameter and may include a centerline lateral offset C ₀ Course angle C of central line ₁ Center line curvature C ₂ Rate of change of center line curvature C ₃ 。

Step S614, the medium distance parameter is determined as the driving route parameter of the host vehicle.

In the present embodiment, the medium distance parameter includes a center line lateral offset A ₀ Course angle A of central line ₁ Center line curvature A ₂ Rate of change of center line curvature A ₃ 。

Alternatively, a first reference coordinate (the first reference coordinate may be regarded as the end position of the short range) may be obtained from the position information of each of the host vehicle and the neighboring vehicle at the current time using a short-range travel route equation, a second reference coordinate (the second reference coordinate may be regarded as the start position of the long range) may be obtained from the position information of each of the vehicle and the neighboring vehicle at the current time using a long-range travel route equation, and fitting may be performed from the first reference coordinate and the second reference coordinate using a medium-range travel route equation to obtain the medium-range parameter.

In the present embodiment, the short distance travel route equation can be expressed as the following equation 6:

wherein x is _obj The longitudinal coordinates of the adjacent vehicle are represented, _ego representing longitudinal coordinate x of main vehicle driving to adjacent vehicle _obj The principal transverse coordinate in this case, k represents the curvature,

yaw _ego indicating yaw rate of host vehicle, v _ego Representing the speed of the host vehicle.

Illustratively, the yaw rate of the host vehicle yaw _ego Available from sensors of the host vehicle.

In the present embodiment, the long distance travel route equation can be expressed as the following equation 7:

wherein x is _obj The longitudinal coordinates of the adjacent vehicle are represented, _ego representing longitudinal coordinate x of main vehicle driving to adjacent vehicle _obj The transverse coordinates of the main vehicle C ₀ ，C ₁ ，C ₂ ，C ₃ Each given remote route parameter.

In the present embodiment, the intermediate travel route equation can be expressed as the following equation 8:

y＝f(x)＝ ₀ + ₁ ×x+ ₂ ×x ² + ₃ ×x ³ (equation 8)

Wherein A is ₀ ，A ₁ ，A ₂ ，A ₃ Respectively medium distance parameters.

Specifically, a first reference coordinate (x 1, y 1) obtained using the close travel route equation (formula 6) and a second reference coordinate obtained using the long travel route equation (formula 7) may be used(x 2, y 2) are substituted into x, y in the above formula 8 to obtain the medium distance parameter A ₀ ，A ₁ ，A ₂ ，A ₃ 。

In step S616, the near-equidistant parameters are determined as the travel route parameters of the host vehicle.

In the present embodiment, the close range parameter includes a centerline lateral offset B ₀ Center line heading angle B ₁ Center line curvature B ₂ Rate of change of center line curvature B ₃ 。

Wherein B in the close range parameter ₀ ，B ₁ ，B ₃ All 0, B in the close range parameter ₂ ＝1/2×k。

Where k represents curvature, the calculation scheme of k may refer to the description of equation 6 above, and will not be repeated here.

Step S618, determining the driving route of the host vehicle according to the line parameters of the host vehicle.

Specifically, a travel route equation representing the travel route of the host vehicle may be determined based on the travel route parameters of the host vehicle.

In the present embodiment, the travel route equation can be expressed as the following equation 9:

wherein D is ₀ ，D ₁ ，D ₂ ，D ₃ The driving route parameters of the main vehicle respectively.

In this embodiment, the lateral deviation can be obtained by using the travel route equation of the host vehicle.

Specifically, by locating adjacent vehicle longitudinal coordinates x _obj Substituting formula 9 to obtain longitudinal coordinate x of the host vehicle from running to adjacent vehicle _obj The transverse coordinate y 'of the main vehicle' _ego And according to the longitudinal position x of the adjacent vehicle _obj Lateral position y 'of adjacent vehicle' _obj And the host vehicle is positioned at the longitudinal position x of the adjacent vehicle _obj Lateral position y 'of the main vehicle' _ego Obtaining a lateral deviation d _y (refer to the formula of step S506 above)2)。

In summary, in the vehicle cut-in judging method of the present embodiment, according to the lane line identification result, the judging result of whether the host vehicle changes lanes, and the different longitudinal distances between the neighboring vehicles and the host vehicle, one of the near-distance route parameter, the medium-distance route parameter, and the long-distance route parameter is determined as the driving route parameter of the host vehicle, and the driving route of the host vehicle is determined according to the driving route parameter. The driving route of the main vehicle determined based on the short-distance route parameter is more focused on the main vehicle gesture, the driving route of the main vehicle determined based on the long-distance route parameter is focused on the lane line information, and the driving route of the main vehicle determined based on the medium-distance route parameter is simultaneously focused on both the main vehicle gesture and the lane line information, so that the accuracy of the vehicle cut-in judging result is improved.

Specifically, according to the embodiment, different driving route parameters can be used according to different distance ranges between the host vehicle and the adjacent vehicle, so that the actual motion of the close-range vehicle is covered, the driving working condition that the far-range reference point is the lane center is considered, and meanwhile, the working conditions of vehicle lane changing and lane line definition are considered, so that the vehicle cut-in judging scheme has stronger robustness.

Fig. 7 is a process flow chart of a vehicle cut-in judging method according to another exemplary embodiment of the present application, which shows a specific implementation of the above step S104, and as shown in the drawing, the present embodiment mainly includes the following steps:

step S702, judging whether the lateral speed of the adjacent vehicle is larger than a first lateral speed threshold and the adjacent vehicle falls into a first reference area, if so, executing step S704, and if not, executing step S706.

Specifically, when the lateral speed of the adjacent vehicle is greater than the first lateral speed threshold, it indicates that the adjacent vehicle is currently in a lateral fast moving state, in which case, when the adjacent vehicle is in the first reference area of the adjacent vehicle lane and has not entered the host vehicle lane yet (refer to the adjacent vehicle 1, 2 of fig. 4), a determination may be performed in advance as to whether or not the adjacent vehicle has a cut-in intention.

For example, the first lateral speed threshold may be set to 1.5 meters/second, i.e., when the adjacent vehicle lateral speed is greater than 1.5, the adjacent vehicle is considered to be in a laterally fast moving state.

Step S704, when the transverse collision time is smaller than the first calibration time and the duration time that the first two-vehicle overlap ratio is larger than the first overlap ratio threshold value from the current moment exceeds a given duration, or when the longitudinal collision time is smaller than the first time threshold value, a vehicle cut-in judgment result that the adjacent vehicle has cut-in intention is obtained.

In one embodiment, when the adjacent vehicle is in the lateral fast moving state and falls into the first reference region, the lateral collision time TTLC is smaller than the first calibration time t _lat1 And the first two-vehicle Overlap ratio is started from the current moment ₁ Greater than a first overlap threshold O ₁ And (3) the duration time of the vehicle is longer than a given duration time t, and a vehicle cut-in judgment result that the adjacent vehicle has a cut-in intention is obtained.

Illustratively, a first calibration time t _lat1 Set to 1.0 second, the first overlap ratio threshold value O ₁ Set to 10% and the given duration t set to 100 milliseconds.

In another embodiment, when the neighboring vehicle is currently in the lateral fast moving state and falls into the first reference region, the longitudinal time to collision TTC is smaller than the first time threshold t ₁ And obtaining a vehicle cut-in judgment result that the adjacent vehicle has the cut-in intention.

Illustratively, a first time threshold t ₁ Set to 1.25 seconds.

Alternatively, the neighboring vehicle may be determined as the target vehicle when the vehicle cut-in determination result that the neighboring vehicle has the cut-in intention is obtained.

In this embodiment, when it is determined that the transverse collision time is less than the first calibration time and the duration of time when the first two-vehicle overlap ratio is greater than the first overlap ratio threshold value from the current time exceeds a given duration, the adjacent vehicle may be determined as the target vehicle when a vehicle cut-in determination result is obtained that the adjacent vehicle has a cut-in intention; when a judging result that the longitudinal collision time is smaller than the first time threshold value is obtained, the fact that the adjacent vehicle and the host vehicle have a large possibility of collision is indicated, and the adjacent vehicle needs to be determined as the target vehicle in advance.

Alternatively, the first updated calibration time may be obtained based on the first calibration time and the first compensation time (for example, the first updated calibration time is obtained according to the addition result of the first calibration time and the first compensation time), and step S508 is re-performed based on the first updated calibration time, that is, the contact ratio of the adjacent vehicle and the main vehicle after the first updated calibration time is obtained again according to the lateral deviation, the main vehicle lateral speed, the adjacent vehicle lateral speed, the first updated calibration time, the main vehicle width and the adjacent vehicle width, and the adjacent vehicle cut-in judgment is performed based on the updated contact ratio of the two vehicles, so as to determine the adjacent vehicle as the target vehicle in advance.

For example, the first compensation time Δt ₁ Set to 0.25 seconds.

Step S706, determining whether the lateral speed of the adjacent vehicle is between the first lateral speed threshold and the second lateral speed threshold and the adjacent vehicle falls into the third reference area, if yes, executing step S708, and if not, executing step S710.

Specifically, when the adjacent vehicle lateral speed is between the first lateral speed threshold value and the second lateral speed threshold value, it is indicated that the adjacent vehicle is in a laterally slow moving state, in which case, when the adjacent vehicle enters the third reference area of the host vehicle lane but has not yet entered the second reference area, that is, when the adjacent vehicle has crossed the lane line and is about to invade the host vehicle lane (refer to the adjacent vehicle 3 of fig. 4), a determination may be performed as to whether or not the adjacent vehicle has a cut-in intention.

For example, the second lateral speed threshold may be set to 0.5 m/s, i.e., when the adjacent vehicle lateral speed is in the range of 0.5 m/s to 1.5 m/s, the adjacent vehicle is considered to be in a laterally slow moving state.

Step S708, when the transverse collision time is smaller than the second calibration time and the duration time that the second two-vehicle overlap ratio is larger than the second overlap ratio threshold value from the current moment exceeds the given duration, or when the longitudinal collision time is smaller than the second time threshold value, the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention is obtained.

In one embodiment, when the adjacent vehicle is in the lateral slow moving state and falls into the third reference region, the lateral collision time TTLC is smaller than the second calibration time t _lat2 And from the currentStarting the second two-vehicle Overlap ₂ Greater than a second degree of coincidence threshold O ₂ And (3) the duration time of the vehicle is longer than a given duration time t, and a vehicle cut-in judgment result that the adjacent vehicle has a cut-in intention is obtained.

Illustratively, a second calibration time t _lat2 Set to 1.25 seconds, a second coincidence threshold value O ₂ Set to 10% and the given duration t set to 100 milliseconds.

In another embodiment, when the adjacent vehicle is in the lateral slow moving state and falls into the third reference region, the longitudinal collision time TTC is smaller than the second time threshold t ₂ And obtaining a vehicle cut-in judgment result that the adjacent vehicle has the cut-in intention.

Illustratively, the second time threshold t ₂ Set to 1.25 seconds.

In this embodiment, when the transverse collision time is determined to be less than the second calibration time and the duration of time when the second two-vehicle overlap ratio is greater than the second overlap ratio threshold value from the current time exceeds a given duration, the adjacent vehicle may be determined to be the target vehicle when the vehicle cut-in determination result that the adjacent vehicle has the cut-in intention is obtained; when the judgment result that the longitudinal collision time is smaller than the second time threshold value is obtained, the fact that the adjacent vehicle and the host vehicle have a large possibility of collision is indicated, and the adjacent vehicle needs to be determined as the target vehicle in advance.

Optionally, a second updated calibration time may be obtained based on the second calibration time and the second compensation time (for example, the second updated calibration time is obtained according to the addition result of the second calibration time and the second compensation time), and step S508 is re-performed based on the second updated calibration time, that is, the second updated calibration time, the host vehicle width and the adjacent vehicle width are re-obtained according to the lateral deviation, the host vehicle lateral speed, the adjacent vehicle lateral speed, the second updated calibration time, the two-vehicle overlap ratio of the adjacent vehicle and the host vehicle after the updated calibration time is driven, and the adjacent vehicle cut-in judgment is performed based on the two-vehicle overlap ratio after the update, so as to determine the adjacent vehicle as the target vehicle in advance.

Illustratively, the second complementTime of compensation delta t ₂ Set to 0.25 seconds.

Step S710, determining whether the adjacent vehicle lateral speed is smaller than the second lateral speed threshold, if yes, executing step S712, otherwise, executing step S714.

Illustratively, a neighboring vehicle is considered to be in a very slow lateral movement state when the neighboring vehicle lateral speed is less than a second lateral speed threshold, e.g., when the neighboring vehicle lateral speed is less than 0.5 meters/second.

It should be noted that, the first lateral velocity threshold and the second lateral velocity threshold of the present application may be adjusted arbitrarily by those skilled in the art according to the requirements of actual detection conditions, detection accuracy, and the like, and are not limited to the above exemplary description, but are not limited thereto.

Step S712, when detecting that the adjacent vehicle enters the second reference area, obtaining a vehicle cut-in judgment result that the adjacent vehicle has a cut-in intention.

In this embodiment, when the adjacent vehicle is in the lateral very slow moving state, the vehicle cut-in determination result of the cut-in intention of the adjacent vehicle can be obtained when the adjacent vehicle is detected to slowly enter the second reference area of the main vehicle lane.

In step S714, a vehicle cut-in determination result is obtained that the adjacent vehicle has no cut-in intention.

In summary, in the vehicle cut-in judging method of the present embodiment, the robustness of the vehicle cut-in judgment can be expanded by virtually finding the left and right lanes (the first reference area) of the main vehicle lane, and the accuracy of the vehicle judgment result can be effectively improved by identifying the lateral movement speed of the adjacent vehicle and executing different vehicle cut-in judging logics.

In addition, the embodiment firstly performs distance distinction on the distance between the adjacent vehicle and the host vehicle, and judges the time of the adjacent vehicle entering the host vehicle lane according to the moving speed (especially the transverse moving speed of the adjacent vehicle) of the adjacent vehicle and the current falling reference area of the adjacent vehicle so as to lock the adjacent vehicle which is far away from the transverse distance of the host vehicle but has a high moving speed in advance, so that the problem that in the prior art, the automatic emergency braking system of the host vehicle generates false alarm or false braking due to early selection of the target vehicle or the problem that the automatic emergency braking system of the host vehicle cannot brake in time and running danger due to late selection of the target vehicle can be avoided.

Furthermore, for the working condition that the longitudinal distance from the host vehicle is relatively short and the longitudinal collision time is smaller than the threshold value, the embodiment can reduce the unsafe feeling for the driver and effectively prevent the risk of vehicle collision by properly increasing the judgment time threshold value (i.e. increasing the compensation time) to lock the adjacent vehicle as the target vehicle in advance.

Fig. 8 is a process flow chart of a vehicle brake control method according to an exemplary embodiment of the present application, which mainly includes the steps of:

and step S802, according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle at the current time, the vehicle cut-in judgment is executed, and when the vehicle cut-in judgment result of the cut-in intention of the adjacent vehicle is obtained, the adjacent vehicle is determined to be the target vehicle of the main vehicle.

Alternatively, the vehicle cut-in determination may be performed using the vehicle cut-in determination method described in any of the above embodiments.

In practical application, referring to fig. 2, a front vehicle traveling in a lane of a host vehicle and located at the front side of the host vehicle may be determined as a target vehicle by default, and when a vehicle cut-in determination result is obtained that a cut-in intention exists in a neighboring vehicle 2, the target vehicle may be switched from the front vehicle to the neighboring vehicle 2.

Step S804, according to the determination result of the target vehicle, the brake control of the host vehicle is performed.

In the present embodiment, the brake control of the host vehicle may be performed based on the determination result of the target vehicle using the automatic emergency brake (Autonomous Emergency Braking) system of the host vehicle.

In summary, the embodiment can accurately identify the cut-in working condition selected by the target vehicle in the Automatic Emergency Brake (AEB) function, covers the neighboring vehicles moving at different lateral speeds, can effectively reduce the situation of false braking of the AEB, and greatly improves the identification performance of the target vehicle of the AEB.

Fig. 9 is a block diagram of a vehicle cut-in determination device according to an exemplary embodiment of the present application. As shown in the figure, the vehicle cut-in determination device 900 of the present embodiment includes:

the calculating unit 902 is configured to determine, according to position information, vehicle speed information, and calibration time of each of the host vehicle and the neighboring vehicle at a current time, a longitudinal collision time of the neighboring vehicle with the host vehicle in a longitudinal direction, a transverse collision time of the neighboring vehicle with the host vehicle in a transverse direction, and a contact ratio between the neighboring vehicle and the host vehicle after the calibration time is reached, where the longitudinal direction and the transverse direction are determined based on a reference coordinate system of the host vehicle, and the longitudinal direction and the transverse direction are mutually perpendicular.

And the judging unit 904 is configured to obtain a vehicle cut-in judging result of the neighboring vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio.

Optionally, the location information of each of the host vehicle and the neighboring vehicle at the current time includes: the longitudinal position and the transverse position of the main vehicle at the current moment, and the longitudinal position and the transverse position of the adjacent vehicle at the current moment.

Optionally, the computing unit 902 is further configured to: determining the longitudinal distance according to the transverse position of the main vehicle and the transverse position of the adjacent vehicle; determining a driving route parameter of the main vehicle according to the longitudinal distance; obtaining the transverse deviation of the adjacent vehicle and the main vehicle along the transverse direction when the main vehicle runs to the longitudinal position of the adjacent vehicle according to the running route parameters of the main vehicle; and determining the longitudinal collision time, the transverse collision time and the overlap ratio of the adjacent vehicle and the main vehicle according to the longitudinal distance, the transverse deviation, the respective vehicle sizes of the adjacent vehicle and the main vehicle, the respective vehicle speed information of the adjacent vehicle and the main vehicle at the current time and the calibration time.

Optionally, the vehicle dimensions of the host vehicle and the adjacent vehicle respectively include a host vehicle width and an adjacent vehicle width; the vehicle speed information of the main vehicle and the adjacent vehicle at the current time respectively comprises the following information: the longitudinal speed, the longitudinal acceleration and the transverse speed of the main vehicle and the longitudinal speed, the longitudinal acceleration and the transverse speed of the adjacent vehicle at the current moment of the main vehicle; the calibration time includes a first calibration time and a second calibration time.

Optionally, the computing unit 902 is further configured to: obtaining the longitudinal collision time according to the longitudinal distance, the longitudinal speed of the main vehicle, the longitudinal acceleration of the main vehicle, the longitudinal speed of the adjacent vehicle and the longitudinal acceleration of the adjacent vehicle; obtaining the transverse collision time according to the transverse deviation, the transverse speed of the main vehicle and the transverse speed of the adjacent vehicle; and obtaining a first two-vehicle overlap ratio according to the transverse deviation, the main vehicle transverse speed, the adjacent vehicle transverse speed, the first calibration time, the main vehicle width and the adjacent vehicle width, and obtaining a second two-vehicle overlap ratio according to the transverse deviation, the main vehicle transverse speed, the adjacent vehicle transverse speed, the second calibration time, the main vehicle width and the adjacent vehicle width.

Optionally, the judging unit 904 is further configured to: and obtaining a vehicle cut-in judging result of the adjacent vehicle according to the reference area where the adjacent vehicle falls in at the current time, the adjacent vehicle transverse speed of the adjacent vehicle at the current time, the longitudinal collision time, the transverse collision time, the first two-vehicle overlap ratio and the second two-vehicle overlap ratio.

Optionally, the reference area includes a first reference area covering a neighboring vehicle lane where the neighboring vehicle runs, a second reference area covering a central portion of a main vehicle lane where the main vehicle runs, and a third reference area covering a non-central portion of the main vehicle lane and located between the first reference area and the second reference area; the vehicle cut-in judging result of the adjacent vehicle comprises the cut-in intention of the adjacent vehicle.

Optionally, the judging unit 904 is further configured to: when the lateral speed of the adjacent vehicle is larger than a first lateral speed threshold value and the adjacent vehicle falls into the first reference area, when the lateral collision time is smaller than the first calibration time and the duration time of the first two-vehicle overlap ratio larger than a first overlap ratio threshold value from the current moment exceeds a given duration time, or when the longitudinal collision time is smaller than a first time threshold value, obtaining the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention; when the lateral speed of the adjacent vehicle is between the first lateral speed threshold and a second lateral speed threshold smaller than the first lateral speed threshold and the adjacent vehicle falls into the third reference area, when the lateral collision time is smaller than the second calibration time and the duration time that the overlap ratio of the second vehicle and the adjacent vehicle is larger than a second overlap ratio threshold from the current moment exceeds the given duration time, or when the longitudinal collision time is smaller than a second time threshold, the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention is obtained; and under the condition that the lateral speed of the adjacent vehicle is smaller than the second lateral speed threshold, when the adjacent vehicle is detected to enter the second reference area, obtaining the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention.

Fig. 10 shows a block diagram of a vehicle brake control device according to an exemplary embodiment of the present application. As shown in the figure, the vehicle brake control apparatus 1000 of the present embodiment includes:

and a control unit 1002, configured to determine, according to position information, vehicle speed information, and calibration time of each of the host vehicle and the neighboring vehicle at a current time, the neighboring vehicle as a target vehicle of the host vehicle when a determination result that the neighboring vehicle has a cutting intention is obtained, where the control unit 1002 performs the cutting determination on the neighboring vehicle by using the cutting determination method of any embodiment or the cutting determination device of any embodiment.

And a brake unit 1004 for executing brake control of the host vehicle according to a determination result of the target vehicle.

Another embodiment of the present invention provides an electronic device, including: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface are in communication with each other through the communication bus.

Fig. 11 is a block diagram of an electronic device according to an exemplary embodiment of the present invention, and as shown in fig. 11, the electronic device 1100 of the present embodiment may include a processor (processor) 1102, a communication interface (communication interface) 1104, and a memory (memory) 1106.

Processor 1102, communication interface 1104, and memory 1106 may communicate with each other via a communication bus 1108.

The communication interface 1104 is used to communicate with other electronic devices such as terminal devices or servers.

The processor 1102 is configured to execute the computer program 1110, and may specifically perform relevant steps in the above-described method embodiments, that is, perform steps in the vehicle cut-in determination method or the vehicle brake control method described in the above-described embodiments.

In particular, the computer program 1110 may include program code including computer operating instructions.

The processor 1102 may be a central processing unit CPU, or a specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention. The one or more processors included in the electronic device may be the same type of processor, such as one or more CPUs; but may also be different types of processors such as one or more CPUs and one or more ASICs.

Memory 1106 for storing a computer program 1110. The memory 1106 may include high-speed RAM memory or may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

Another embodiment of the present invention provides a computer storage medium having a computer program stored thereon, which when executed by a processor, implements the vehicle cut-in determination method or the vehicle brake control method described in the above embodiments.

It should be noted that, according to implementation requirements, each component/step described in the embodiments of the present invention may be split into more components/steps, or two or more components/steps or part of operations of the components/steps may be combined into new components/steps, so as to achieve the objects of the embodiments of the present invention.

The above-described methods according to embodiments of the present invention may be implemented in hardware, firmware, or as software or computer code storable in a recording medium such as a CD ROM, RAM, floppy disk, hard disk, or magneto-optical disk, or as computer code originally stored in a remote recording medium or a non-transitory machine-readable medium and to be stored in a local recording medium downloaded through a network, so that the methods described herein may be stored on such software processes on a recording medium using a general purpose computer, special purpose processor, or programmable or special purpose hardware such as an ASIC or FPGA. It is understood that a computer, processor, microprocessor controller, or programmable hardware includes a memory component (e.g., RAM, ROM, flash memory, etc.) that can store or receive software or computer code that, when accessed and executed by the computer, processor, or hardware, implements the vehicle cut-in determination method or the vehicle brake control method described herein. Further, when the general-purpose computer accesses codes for implementing the vehicle cut-in determination method or the vehicle brake control method shown herein, execution of the codes converts the general-purpose computer into a special-purpose computer for executing the vehicle cut-in determination method or the vehicle brake control method shown herein.

Those of ordinary skill in the art will appreciate that the elements and method steps of the examples described in connection with the embodiments disclosed herein can be implemented as electronic hardware, or as a combination of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the embodiments of the present invention.

It should be noted that, although specific embodiments of the present application are described in detail with reference to the accompanying drawings, the scope of protection of the present application should not be construed as being limited. Various modifications and variations which may be made by those skilled in the art without the creative effort are within the scope of the claims.

Examples of embodiments of the present application are intended to concisely illustrate technical features of embodiments of the present application so that those skilled in the art may intuitively understand the technical features of embodiments of the present application, and are not meant to be undue limitations of embodiments of the present application.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.

Claims

1. A vehicle cut-in determination method, wherein the method comprises:

according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, determining the longitudinal collision time of the adjacent vehicle and the main vehicle along the longitudinal direction, the transverse collision time of the adjacent vehicle and the main vehicle along the transverse direction and the two-vehicle contact ratio of the adjacent vehicle and the main vehicle after the calibration time is carried out;

obtaining a vehicle cut-in judgment result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio; wherein,,

the longitudinal direction and the transverse direction are determined based on a reference coordinate system of the host vehicle, and the longitudinal direction and the transverse direction are mutually perpendicular.

2. The method of claim 1, wherein the location information of each of the host vehicle and the neighboring vehicle at the current time instance comprises: the longitudinal position and the transverse position of the main vehicle at the current moment, and the longitudinal position and the transverse position of the adjacent vehicle at the current moment;

and wherein determining a longitudinal collision time of the adjacent vehicle and the main vehicle along a longitudinal direction, a transverse collision time of the adjacent vehicle and the main vehicle along a transverse direction, and a two-vehicle contact ratio of the adjacent vehicle and the main vehicle after running for the calibration time according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time comprises:

Determining the longitudinal distance according to the transverse position of the main vehicle and the transverse position of the adjacent vehicle;

determining a driving route parameter of the main vehicle according to the longitudinal distance;

according to the driving route parameters of the main vehicle, obtaining the transverse deviation of the adjacent vehicle and the longitudinal position of the main vehicle corresponding to the adjacent vehicle;

and determining the longitudinal collision time, the transverse collision time and the overlap ratio of the adjacent vehicle and the main vehicle according to the longitudinal distance, the transverse deviation, the respective vehicle sizes of the adjacent vehicle and the main vehicle, the respective vehicle speed information of the adjacent vehicle and the main vehicle at the current time and the calibration time.

3. The method of claim 2, wherein,

the respective vehicle sizes of the host vehicle and the adjacent vehicle include a host vehicle width and an adjacent vehicle width;

the vehicle speed information of the main vehicle and the adjacent vehicle at the current time respectively comprises the following information: the longitudinal speed, the longitudinal acceleration and the transverse speed of the main vehicle and the longitudinal speed, the longitudinal acceleration and the transverse speed of the adjacent vehicle at the current moment of the main vehicle;

the calibration time comprises a first calibration time and a second calibration time;

And wherein determining the longitudinal collision time, the transverse collision time, and the two-vehicle overlap ratio according to the longitudinal distance, the lateral deviation, the respective vehicle sizes of the neighboring vehicle and the host vehicle, the respective vehicle speed information of the neighboring vehicle and the host vehicle at the current time, and the calibration time, comprises:

obtaining the longitudinal collision time according to the longitudinal distance, the longitudinal speed of the main vehicle, the longitudinal acceleration of the main vehicle, the longitudinal speed of the adjacent vehicle and the longitudinal acceleration of the adjacent vehicle;

obtaining the transverse collision time according to the transverse deviation, the transverse speed of the main vehicle and the transverse speed of the adjacent vehicle;

and obtaining a first two-vehicle overlap ratio according to the transverse deviation, the main vehicle transverse speed, the adjacent vehicle transverse speed, the first calibration time, the main vehicle width and the adjacent vehicle width, and obtaining a second two-vehicle overlap ratio according to the transverse deviation, the main vehicle transverse speed, the adjacent vehicle transverse speed, the second calibration time, the main vehicle width and the adjacent vehicle width.

4. The method of claim 3, wherein the obtaining the vehicle cut-in determination result of the neighboring vehicle according to the longitudinal collision time, the transverse collision time, and the two-vehicle overlap ratio comprises:

And obtaining a vehicle cut-in judging result of the adjacent vehicle according to the reference area where the adjacent vehicle falls in at the current time, the adjacent vehicle transverse speed of the adjacent vehicle at the current time, the longitudinal collision time, the transverse collision time, the first two-vehicle overlap ratio and the second two-vehicle overlap ratio.

5. The method of claim 4, wherein the reference area comprises a first reference area covering a neighboring vehicle lane in which the neighboring vehicle is traveling, a second reference area covering a central portion of a host vehicle lane in which the host vehicle is traveling, a third reference area covering a non-central portion of the host vehicle lane and located between the first and second reference areas;

the vehicle cut-in judging result of the adjacent vehicle comprises the cut-in intention of the adjacent vehicle;

and wherein the obtaining a vehicle cut-in judgment result of the neighboring vehicle according to the reference area where the neighboring vehicle falls in at the current time, the neighboring vehicle lateral speed of the neighboring vehicle at the current time, the longitudinal collision time, the lateral collision time, the first two-vehicle contact ratio, and the second two-vehicle contact ratio, includes:

when the lateral speed of the adjacent vehicle is larger than a first lateral speed threshold value and the adjacent vehicle falls into the first reference area, when the lateral collision time is smaller than the first calibration time and the duration time of the first two-vehicle overlap ratio larger than a first overlap ratio threshold value from the current moment exceeds a given duration time, or when the longitudinal collision time is smaller than a first time threshold value, obtaining the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention;

When the lateral speed of the adjacent vehicle is between the first lateral speed threshold and a second lateral speed threshold smaller than the first lateral speed threshold and the adjacent vehicle falls into the third reference area, when the lateral collision time is smaller than the second calibration time and the duration time that the overlap ratio of the second vehicle and the adjacent vehicle is larger than a second overlap ratio threshold from the current moment exceeds the given duration time, or when the longitudinal collision time is smaller than a second time threshold, the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention is obtained;

and under the condition that the lateral speed of the adjacent vehicle is smaller than the second lateral speed threshold, when the adjacent vehicle is detected to enter the second reference area, obtaining the vehicle cut-in judgment result that the adjacent vehicle has cut-in intention.

6. A vehicle brake control method, wherein the method comprises:

according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, vehicle cut-in judgment is carried out on the adjacent vehicle, and when a judgment result of the cut-in intention of the adjacent vehicle is obtained, the adjacent vehicle is determined to be a target vehicle of the main vehicle;

Executing braking control of the host vehicle according to the determination result of the target vehicle;

wherein the vehicle cut-in determination is performed on the neighboring vehicle using the vehicle cut-in determination method according to any one of claims 1 to 5.

7. A vehicle cut-in determination device, wherein the device comprises:

the calculating unit is used for determining the longitudinal collision time of the adjacent vehicle and the main vehicle along the longitudinal direction, the transverse collision time of the adjacent vehicle and the main vehicle along the transverse direction and the two-vehicle overlap ratio of the adjacent vehicle and the main vehicle after the adjacent vehicle and the main vehicle run for the calibration time according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle at the current time;

the judging unit is used for obtaining a vehicle cut-in judging result of the adjacent vehicle according to the longitudinal collision time, the transverse collision time and the two-vehicle overlap ratio;

wherein the longitudinal direction and the transverse direction are determined based on a reference coordinate system of the host vehicle, and the longitudinal direction and the transverse direction are mutually perpendicular.

8. A vehicle brake control apparatus, wherein the system comprises:

the control unit is used for judging the cutting-in of the executing vehicle according to the position information, the vehicle speed information and the calibration time of the main vehicle and the adjacent vehicle respectively at the current time, and determining the adjacent vehicle as the target vehicle of the main vehicle when the judging result of the cutting-in intention of the adjacent vehicle is obtained;

A braking unit configured to execute braking control of the host vehicle according to a determination result of the target vehicle;

wherein the control unit performs the vehicle cut-in determination on the neighboring vehicle using the vehicle cut-in determination method according to any one of claims 1 to 5 or using the vehicle cut-in determination device according to claim 7.

9. An electronic device, comprising: the device comprises a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface complete communication with each other through the communication bus;

the memory is configured to store at least one executable instruction that causes the processor to perform the operation corresponding to the vehicle cut-in determination method according to any one of claims 1 to 5 or the operation corresponding to the vehicle brake control method according to claim 6.

10. A computer storage medium having stored thereon a computer program which, when executed by a processor, implements the vehicle cut-in judging method according to any one of claims 1 to 5 or implements the vehicle brake control method according to claim 6.