WO2023000759A1 - 跟车场景下的加速度补偿方法、设备及可读存储介质 - Google Patents
跟车场景下的加速度补偿方法、设备及可读存储介质 Download PDFInfo
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- WO2023000759A1 WO2023000759A1 PCT/CN2022/091245 CN2022091245W WO2023000759A1 WO 2023000759 A1 WO2023000759 A1 WO 2023000759A1 CN 2022091245 W CN2022091245 W CN 2022091245W WO 2023000759 A1 WO2023000759 A1 WO 2023000759A1
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- 238000000034 method Methods 0.000 title claims abstract description 57
- 230000004044 response Effects 0.000 claims description 24
- 238000004590 computer program Methods 0.000 claims description 17
- 230000008447 perception Effects 0.000 claims description 10
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
- B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
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- the present application relates to the technical field of intelligent driving, and in particular to an acceleration compensation method, device and computer-readable storage medium in a car-following scene.
- ACC Adaptive Cruise Control, adaptive cruise control system
- vehicle environment perception sensor such as the relative position and relative position of the vehicle Speed, relative acceleration, direction of motion, the target cruising speed set by the driver is obtained through the buttons on the steering wheel, etc., combined with the current speed of the vehicle
- the speed control algorithm based on PID (Proportion Integral Differential, proportional integral differential control algorithm) or based on LQR (Linear Quadratic Regulator, linear quadratic regulator) time distance control algorithm calculates the target acceleration of the vehicle, and finally sends the calculated target acceleration to the actuator to control the driving of the vehicle.
- PID Proportion Integral Differential, proportional integral differential control algorithm
- LQR Linear Quadratic Regulator, linear quadratic regulator
- the full-speed ACC has added functions including zero start and follow-up.
- the ACC following car acceleration mode especially at the start stage of following the car, it is easy to fail to keep up with the car in front, which affects commuting efficiency.
- the acceleration value sent to the actuator is similar, that is to say, "not keeping up” is more the subjective feeling of the occupant, and it is due to the reference of the vehicle in front, which causes the occupant to think that the speed of the vehicle is too slow to keep up with the vehicle in front
- the feeling is that the ride experience is not good.
- the main purpose of this application is to provide an acceleration compensation method, device and computer-readable storage medium in the car-following scene, aiming to solve the problem that the driver may feel unable to keep up with the car in front in the car-following scene.
- Technical problems with poor car experience are to provide an acceleration compensation method, device and computer-readable storage medium in the car-following scene, aiming to solve the problem that the driver may feel unable to keep up with the car in front in the car-following scene.
- an embodiment of the present application provides an acceleration compensation method in a car-following scene.
- the acceleration compensation method in a car-following scene includes:
- the vehicle is in the failure state of following the vehicle, and according to the target cruising speed of the vehicle and the current actual vehicle speed, determine the primary compensation acceleration of the vehicle in the current following scene, wherein the greater the difference between the target cruising speed and the current actual vehicle speed, The greater the primary compensation acceleration;
- the acceleration control of the own vehicle is performed.
- the acceleration compensation method in the car-following scene includes:
- the step of controlling the acceleration of the vehicle according to the primary compensation acceleration and the target acceleration includes:
- Acceleration control is performed on the vehicle according to the intermediate compensation acceleration and the target acceleration.
- the step of controlling the acceleration of the vehicle according to the intermediate compensation acceleration and the target acceleration includes:
- Acceleration control of the host vehicle is performed based on the final acceleration.
- the vehicle in front includes the vehicle directly ahead on the own vehicle's lane, the left front vehicle on the left side lane of the own vehicle, and the right front vehicle on the right side lane of the own vehicle;
- the step of judging whether the own vehicle is in a preset fail-to-follow state with respect to the preceding vehicle according to the relative position and relative motion information between the own vehicle and the preceding vehicle in the current car-following scene include:
- the longitudinal distance is within X meters, and the speed of the front vehicle minus the current actual speed of the vehicle is less than the threshold ⁇ , and the acceleration of the front vehicle is less than the threshold ⁇ , and the speed of the front vehicle is greater than the current actual speed of the vehicle for ⁇ seconds.
- the actual vehicle in front of the target determines that the vehicle in front of the target is in a state of failure to follow the vehicle, and the above-mentioned X, ⁇ , ⁇ , and ⁇ are preset values;
- the front vehicle whose longitudinal distance is greater than X meters, or the acceleration of the preceding vehicle is greater than or less than the threshold ⁇ , or the speed of the preceding vehicle is less than the current actual speed of the own vehicle for ⁇ seconds is regarded as an invalid preceding vehicle, and it is judged that the own vehicle is not in the following position relative to the invalid preceding vehicle.
- the above ⁇ is the default value.
- the step of determining the following failure level of the own vehicle relative to the preceding vehicle according to the following failure duration includes:
- the follow-up failure level of the vehicle relative to the vehicle in front is determined.
- the step of correcting the primary compensation acceleration according to the vehicle-following failure level to obtain the intermediate compensation acceleration includes:
- the primary compensation acceleration is corrected according to the correction coefficient to obtain the secondary compensation acceleration.
- the acceleration compensation method in the car-following scene further includes:
- the current vehicle speed of the vehicle in front is obtained; the current vehicle speed of the vehicle in front is used as the target cruising speed of the vehicle;
- the present application also provides an acceleration compensation device.
- the acceleration compensation device includes: a memory, a processor, and a computer program stored in the memory and operable on the processor.
- the computer program is controlled by the The processor executes the steps of realizing the above-mentioned acceleration compensation method in the car-following scene.
- the present application also provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above-mentioned acceleration compensation method in a car-following scene are implemented.
- This application obtains the target cruising speed, current actual speed, and target acceleration of the vehicle in the current car-following scene, and then judges the car according to the relative position and relative motion information between the car and the preceding car in the current car-following scene. Relative to whether the vehicle in front is in the preset failure state of following the vehicle; if it is determined that it is in the failure state of following the vehicle, then according to the target cruising speed of the vehicle and the current actual vehicle speed, determine the primary compensation acceleration of the vehicle in the current following scene, Then, according to the primary compensation acceleration and the target acceleration, the acceleration control of the vehicle is carried out.
- the application properly compensates the target acceleration according to the target cruising speed and the current actual vehicle speed to make up for the target acceleration. Insufficient, avoiding the problem that the passenger of this car has a poor driving experience that the speed of the car is too slow to keep up with the car in front during the acceleration process of following the car.
- Fig. 1 is a schematic structural diagram of an acceleration compensation device for implementing the hardware operating environment involved in the embodiment of the present application;
- FIG. 2 is a schematic flow diagram of an embodiment of an acceleration compensation method in a car-following scene according to the present application
- FIG. 3 is a schematic flow diagram of another embodiment of the acceleration compensation method in the car-following scene of the present application.
- Fig. 4 is a schematic flow chart of another embodiment of the acceleration compensation method in the car-following scene of the present application.
- the acceleration compensation device may include: a processor 1001 , such as a CPU, a network interface 1004 , a user interface 1003 , a memory 1005 , and a communication bus 1002 .
- the communication bus 1002 is set to realize connection and communication between these components.
- the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface.
- the network interface 1004 may include a standard wired interface and a wireless interface (such as a WI-FI interface).
- the memory 1005 can be a high-speed RAM memory, or a stable memory (non-volatile memory), such as a disk memory.
- the memory 1005 may also be a storage device independent of the aforementioned processor 1001 .
- the acceleration compensation device may also include a camera, an RF (Radio Frequency, radio frequency) circuit, a sensor, an audio circuit, a WiFi module, and the like.
- sensors such as light sensors, motion sensors and other sensors.
- the light sensor can include an ambient light sensor and a proximity sensor, wherein the ambient light sensor can adjust the brightness of the display screen according to the brightness of the ambient light, and as a kind of motion sensor, the gravity acceleration sensor can detect Three-axis) acceleration, the magnitude and direction of gravity can be detected when stationary, and can be set to recognize the application of mobile terminal posture (such as horizontal and vertical screen switching, related games, magnetometer posture calibration), vibration recognition related functions (such as step counting instrument, percussion), etc.
- mobile terminal posture such as horizontal and vertical screen switching, related games, magnetometer posture calibration
- vibration recognition related functions such as step counting instrument, percussion
- the structure of the acceleration compensation device shown in Figure 1 does not constitute a limitation on the acceleration compensation device, and may include more or less components than those shown in the figure, or combine certain components, or different components layout.
- the memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module and computer programs.
- the network interface 1004 is mainly configured to connect to the background server, and perform data communication with the background server;
- the user interface 1003 is mainly configured to connect to the client (client), and perform data communication with the client;
- the processor 1001 can be configured to invoke a computer program stored in the memory 1005, and perform the following operations:
- the vehicle is in the failure state of following the vehicle, and according to the target cruising speed of the vehicle and the current actual vehicle speed, determine the primary compensation acceleration of the vehicle in the current following scene, wherein the greater the difference between the target cruising speed and the current actual vehicle speed, The greater the primary compensation acceleration;
- the acceleration control of the own vehicle is performed.
- processor 1001 can call the computer program stored in the memory 1005, and also perform the following operations:
- the step of controlling the acceleration of the vehicle according to the primary compensation acceleration and the target acceleration includes:
- Acceleration control is performed on the vehicle according to the intermediate compensation acceleration and the target acceleration.
- step of controlling the acceleration of the vehicle according to the intermediate compensation acceleration and the target acceleration includes:
- Acceleration control of the host vehicle is performed based on the final acceleration.
- the vehicle in front includes the vehicle directly ahead on the own vehicle lane, the left front vehicle on the left side lane of the own vehicle, and the right front vehicle on the right side lane of the own vehicle;
- the processor 1001 can call the computer program stored in the memory 1005, and also perform the following operations:
- the step of judging whether the own vehicle is in a preset failed state of following the vehicle relative to the preceding vehicle comprises:
- the longitudinal distance is within X meters, and the speed of the front vehicle minus the current actual speed of the vehicle is less than the threshold ⁇ , and the acceleration of the front vehicle is less than the threshold ⁇ , and the speed of the front vehicle is greater than the current actual speed of the vehicle for ⁇ seconds.
- the target vehicle in front it is determined that the own vehicle is in a failed state of following the target vehicle in front, and the above-mentioned X, ⁇ , ⁇ , ⁇ are preset values;
- the front vehicle whose longitudinal distance is greater than X meters, or the acceleration of the preceding vehicle is greater than or less than the threshold ⁇ , or the speed of the preceding vehicle is less than the current actual speed of the own vehicle for ⁇ seconds is regarded as an invalid preceding vehicle, and it is judged that the own vehicle is not in the following position relative to the invalid preceding vehicle.
- the above ⁇ is the default value.
- step of determining the following failure level of the vehicle relative to the preceding vehicle according to the following failure duration includes:
- the follow-up failure level of the vehicle relative to the vehicle in front is determined.
- step of correcting the primary compensation acceleration according to the vehicle following failure level to obtain the intermediate compensation acceleration includes:
- the primary compensation acceleration is corrected according to the correction coefficient to obtain the secondary compensation acceleration.
- processor 1001 can call the computer program stored in the memory 1005, and also perform the following operations:
- the current vehicle speed of the vehicle in front is obtained; the current vehicle speed of the vehicle in front is used as the target cruising speed of the vehicle;
- the present application also provides an acceleration compensation method in a car-following scene.
- the acceleration compensation method in the car-following scene of the present application includes:
- Step A10 obtaining the target cruising speed, current actual speed and target acceleration of the vehicle in the current car-following scene
- the target cruising speed is the value input by the driver through the buttons on the steering wheel.
- the current actual speed of the vehicle is obtained through the speed sensor installed on the vehicle. According to the target cruising speed and the current actual speed, based on the PID (Proportion Integral Differential, proportional The vehicle speed control algorithm based on integral differential control algorithm) or the time distance control method based on LQR (Linear Quadratic Regulator, linear quadratic regulator) can calculate the target acceleration.
- PID Proportion Integral Differential, proportional
- LQR Linear Quadratic Regulator, linear quadratic regulator
- Step A20 according to the relative position and relative motion information between the own vehicle and the preceding vehicle in the current car-following scene, determine whether the own vehicle is in a preset failed state of following the vehicle relative to the preceding vehicle;
- the vehicle in front includes the vehicle in front on the vehicle's lane, the left front vehicle in the left lane of the vehicle, and the right front vehicle in the right lane of the vehicle;
- the method further includes: determining the preceding vehicle under the current vehicle-following scene of the self-vehicle based on the vehicle-mounted environment perception sensor.
- the on-board environment perception sensors installed on the vehicle include “camera”, “panoramic 360”, “millimeter wave radar”, “lidar”, “ultrasonic radar” and “infrared sensor”, etc., which can perceive road traffic participants around the vehicle (cars, two-wheeled vehicles, pedestrians, etc.) relative position and relative motion information, the relative position includes the relative distance between the vehicle and the vehicle in front, and the relative motion information includes the relative speed and acceleration between the vehicle and the vehicle in front.
- the following vehicle failure state that is, the state of being unable to keep up with the vehicle in front
- the vehicle in front includes the vehicle directly ahead on the own vehicle lane, the left front vehicle on the left side lane of the own vehicle, and the right front vehicle on the right side lane of the own vehicle.
- the sensing range of the vehicle-mounted environment perception sensor is relatively large, so the vehicle-mounted environment perception sensor may perceive how many vehicles are directly ahead on the vehicle's lane, how many vehicles are in the left front vehicle on the left side of the vehicle's lane, and are on the right side of the vehicle
- the vehicle in front of the right that is closest to the vehicle in the right lane of the vehicle.
- the driver of the vehicle When there is a vehicle in front and the vehicle can keep up with the vehicle in front, based on safety considerations, the driver of the vehicle will not compare with the vehicle in front left and the vehicle in front right to see if they can keep up; If the vehicle in front cannot keep up with the vehicle in front, the driver of the own vehicle will compare with the vehicle in front of the left and the vehicle in front of the right; When there is a vehicle directly ahead and the vehicle can keep up with the vehicle in front, it is judged that the vehicle is not in a state of failure to follow the vehicle in front; when there is a vehicle directly ahead and the vehicle cannot keep up with the vehicle in front, then It is judged that the vehicle is in the failure state of following the vehicle in front.
- the driver of the vehicle in response to the fact that the vehicle can keep up with the vehicle in front, based on safety considerations, the driver of the vehicle will not compare with the vehicle in front left and the vehicle in front right to see if it can keep up.
- the driver of the vehicle will compare with the vehicle in front of the left and the vehicle in front of the right.
- the driver of the vehicle In response to the absence of the vehicle in front, the driver of the vehicle will also compare with the vehicle in front of the left and the vehicle in front of the right, fully considering the safety of driving. It can accurately judge whether the vehicle in front and the vehicle in front are in the failure state of following the vehicle based on the characteristics and driving habits, so that it can accurately determine whether the target acceleration needs to be compensated.
- the step of judging whether the own vehicle is in a preset failed state of following the vehicle relative to the preceding vehicle comprises: obtaining The longitudinal distance between each vehicle in front and the vehicle in the driving direction, and the speed and acceleration of the vehicle in front of each vehicle in front are obtained; the longitudinal distance is within X meters, and the speed of the vehicle in front minus the current actual speed of the vehicle is less than the threshold ⁇ , and the acceleration of the preceding vehicle is less than the threshold ⁇ , and the preceding vehicle whose speed is greater than the current actual speed of the own vehicle for ⁇ seconds is taken as the target preceding vehicle, and it is determined that the own vehicle is in a state of following failure relative to the target preceding vehicle, and the above X, ⁇ , ⁇ and ⁇ are preset values; if the longitudinal distance is greater than X meters, or the acceleration of the preceding vehicle is greater than or less than the threshold ⁇ , or the velocity
- the target vehicle in front includes the target vehicle in front, the target left vehicle in front, and the target right vehicle in front.
- the invalid vehicle in front includes the invalid vehicle in front, the invalid left vehicle in front, and the invalid right vehicle in front.
- the longitudinal distance from the vehicle in front is within the preset range X 1 meter and the speed of the vehicle in front minus the current actual vehicle speed of the vehicle is less than the threshold ⁇ 1 , and the acceleration of the vehicle in front is less than the threshold ⁇ 1 , and the vehicle in front is less than the threshold ⁇ 1 .
- the vehicle in front whose speed is greater than the current actual speed of the vehicle for ⁇ 1 second is called the target vehicle in front, and it is determined that the vehicle is in a state of failure to follow the target vehicle in front, where X 1 , ⁇ 1 , ⁇ 1 ,
- the value of ⁇ 1 can be a preset value according to driving experience.
- the longitudinal distance to the vehicle is within the preset range X 2 meters and the speed of the vehicle in front of the left minus the current actual vehicle speed of the vehicle is less than the threshold ⁇ 2 , and The acceleration of the left front vehicle is less than the threshold ⁇ 2 , and the left front vehicle’s speed is greater than the current actual speed of the vehicle for ⁇ 2 seconds, which is called the target left front vehicle. It is determined that the vehicle is in a state of failure to follow the target left front vehicle, where X 2 , ⁇ 2 , ⁇ 2 , and ⁇ 2 can be preset values based on driving experience.
- the left front vehicle whose longitudinal distance from the own vehicle is greater than X 2 meters, or the left front vehicle acceleration is greater than or less than the threshold ⁇ 2 , or the left front vehicle speed is lower than the current actual vehicle speed of the own vehicle for ⁇ 2 seconds is called an invalid left front vehicle, and the own vehicle is judged Compared with the invalid left front vehicle not in the failure state of following the vehicle, ⁇ 2 can be a preset value based on driving experience.
- the longitudinal distance from the vehicle is within the preset range X 3 meters and the speed of the vehicle in front of the right minus the current actual speed of the vehicle is less than the threshold ⁇ 3 , and the vehicle in the right front
- the vehicle acceleration is less than the threshold ⁇ 3
- the speed of the right front vehicle is greater than the current actual speed of the vehicle for ⁇ 3 seconds.
- the right front vehicle is called the target right front vehicle. It is determined that the vehicle is in a state of failure to follow the target right front vehicle, and X 3 , ⁇ 3 , ⁇ 3 , and ⁇ 3 can be preset values based on driving experience.
- the right front vehicle whose longitudinal distance from the own vehicle is greater than X 3 meters, or the acceleration of the right front vehicle is greater than or less than the threshold ⁇ 3 , or the speed of the right front vehicle is lower than the current actual speed of the own vehicle for ⁇ 3 seconds is called an invalid right front vehicle, and the determination of the right vehicle Compared with the invalid right front vehicle not in the failure state of following the vehicle, ⁇ 3 can be a preset value according to the driving experience.
- the driver will generally not compare the vehicle speed with it, and will not feel that following the vehicle fails, but for the vehicle ahead that is too fast or has too much acceleration, the driver will It will think that the vehicle in front is dangerous driving, and will not compare with it. It fully considers the driver's psychological state. Only when the longitudinal distance from the vehicle is in the appropriate range and the speed and acceleration are appropriate, the driver will follow the vehicle. The feeling of failure, so that based on the driver's psychological state, it can be accurately judged whether the vehicle and the vehicle in front are in the failure state of following the vehicle, so that it can be accurately judged whether the target acceleration needs to be compensated.
- Step A30 determine that the vehicle is in the failure state of following the vehicle, and determine the primary compensation acceleration of the vehicle in the current following scene according to the target cruising speed of the vehicle and the current actual vehicle speed, wherein the difference between the target cruising speed and the current actual vehicle speed The bigger is, the bigger the primary compensation acceleration is;
- the initial compensation acceleration value is obtained from the compensation accelerometer.
- the primary compensation accelerometer is obtained according to the calibration method used by dynamic perception engineers and driving experience engineers. Based on comfort and safety considerations, the following principles are followed: 1. When the actual speed of the vehicle is close to At the target cruising speed, in order to avoid overshooting of the vehicle control, stop the acceleration compensation; 2.
- the following table 2-0 for example, assuming that the current actual vehicle speed is 20kph, the speed difference between the target cruising speed of the vehicle and the current actual vehicle speed is 30kph, and the primary compensation acceleration value found in the table is ⁇ 23 , the following table 2-0 is only used as For reference, not as a limitation, in the actual embodiment, the range between the maximum value and the minimum value of the actual vehicle speed in the table can be set larger according to the actual situation, and the interval of the actual vehicle speed in each column in the table can be set smaller, and the speed The range between the minimum value and the maximum value of the difference can be set according to the actual situation, it can be larger or smaller, and the interval of the speed difference of each row in the table can be set smaller or larger.
- Step A40 performing acceleration control on the vehicle according to the primary compensation acceleration and the target acceleration.
- the vehicle is accelerated by taking the sum of the target acceleration and the primary compensation acceleration as the final acceleration.
- This application obtains the target cruising speed, current actual speed and target acceleration of the vehicle in the current following scene, and then judges the relative position and relative motion information between the vehicle and the preceding vehicle in the current following scene. Relative to whether the vehicle in front is in the preset failure state of following the vehicle, determine that it is in the failure state of following the vehicle, determine the primary compensation acceleration of the vehicle in the current following scene according to the target cruising speed of the vehicle and the current actual vehicle speed, and then According to the primary compensation acceleration and the target acceleration, the acceleration control of the vehicle is carried out.
- This application fully considers the driving safety and the driver's driving habits and psychological state to accurately judge whether the vehicle and the vehicle in front are in a state of failure to follow the vehicle.
- the car and the car in front are in the failure state of following the car. According to the target cruising speed and the current actual speed, the target acceleration is properly compensated to make up for the lack of target acceleration and avoid the car's speed being too slow during the following car acceleration process. , The problem of poor ride experience that cannot keep up with the car in front.
- the acceleration compensation method in the car-following scene includes:
- Step B1 determine that the vehicle is in the failure state of following the vehicle, and count the failure duration of the vehicle following the failure of the vehicle in the continuous failure state of the vehicle in front of each vehicle;
- TC_rgtFwdVeh response If the vehicle in front, the vehicle in front, the vehicle in front left, and the vehicle in front right are not in the following failure state, the corresponding following failure time is reset to zero, that is, TC_FwdVeh is equal to 0, TC_lftFwdVeh is equal to 0, and TC_rgtFwdVeh is equal to 0.
- Step B2 according to the failure time of following the vehicle, determine the following failure level of the vehicle relative to the preceding vehicle;
- the step of determining the following failure level of the own vehicle relative to each preceding vehicle according to the following failure duration includes: obtaining the weight coefficients of each target preceding vehicle of the own vehicle in the current following scene;
- Follow-up failure duration and weight coefficient determine the follow-up failure level of the vehicle relative to the target vehicle in front;
- the car-following failure score Score I_FwdVeh*Gain*TC_FwdVeh+I_lftFwdVeh*Gain*TC_lftFwdVeh+I_rgtFwdVeh*Gain*TC_rgtFwdVeh, referring to the preset car-following failure level table, according to the preset score threshold in the table, can be determined The follow-up failure level of the ego vehicle relative to the vehicle in front.
- the weight coefficient of each target vehicle in front is preset in the system by the driver according to the driving experience.
- the weight coefficient I_FwdVeh of the target vehicle in front can be set to 1.0
- the weight coefficient of the target left front vehicle I_lftFwdVeh can be set to 0.5.
- the weight coefficient of the right front vehicle I_rgtFwdVeh is set to 0.5
- the follow-up failure level table is determined based on the driver’s driving experience and the dimensional Gain value and is preset in the system. Refer to the following table 2-1.
- the follow-up failure level is set to None , low, medium, and high grades, in response to the Score of the following failure degree being greater than or equal to S1 and less than S2, it is determined that the following failure level of the vehicle relative to the preceding vehicle is low, and in response to the Score being greater than or equal to S2 and less than S3, It is determined that the following failure level of the vehicle relative to the vehicle in front is medium, and in response to Score greater than or equal to S3 and less than S4, the failure level of following the vehicle relative to the vehicle in front is determined to be high, and in response to the fact that the vehicle is not following the vehicle directly in front In the failure state, regardless of the situation of the vehicle in front of the left and the vehicle in front of the right, at this time the Score value is equal to 0, and it is determined that the following failure level of the vehicle relative to the vehicle in front is none.
- the above-mentioned thresholds S1, S2, S3, and S4 are system preset values and are related to the dimensional Gain value, that is, the larger the dimensional Gain value, the threshold S1, The larger the values of S2, S3, and S4 are, the same, the number of thresholds preset by the system may be more than four due to the number of levels.
- the following failure state of the vehicle and the target vehicle in front, the failure state of the vehicle and the target left front vehicle, and the failure state of the vehicle and the target right front vehicle have a psychological impact on the driver. They are not the same, so different weight coefficients are set to fully consider the psychological impact of the target vehicle in front, the target left front vehicle, and the target right front vehicle on the driver, and according to the failure time of each target vehicle in front and different weights The coefficient is used to comprehensively determine the following failure level of the vehicle relative to the vehicle in front.
- Step B3 correcting the primary compensation acceleration according to the vehicle following failure level to obtain the intermediate compensation acceleration
- the step of correcting the primary compensation acceleration according to the vehicle following failure level to obtain the intermediate compensation acceleration includes: determining a correction coefficient according to the vehicle following failure level of the own vehicle relative to each target vehicle in front; Correct the primary compensation acceleration to obtain the secondary compensation acceleration.
- the correction coefficient Coeff corresponding to the level of car-following failure can be obtained from the table of car-following failure level coefficients preset by the system.
- the coefficient table is preset by the system and corresponds to the following failure level table.
- the coefficient values are set by the driver based on experience and stored in the system in advance. Refer to the following table 2-2.
- the following failure level is , if the correction coefficient corresponding to the vehicle following failure level is "medium" is found from the preset car -following failure level coefficient table, then the intermediate compensation acceleration value is multiplied by the primary compensation acceleration value and the correction coefficient ⁇ 2 .
- different car-following failure levels have different degrees of acceleration compensation.
- the higher the level of car-following failure the greater the degree of acceleration compensation.
- the correction can be determined according to the level of car-following failure of the vehicle relative to the vehicle in front. coefficient, and correct the primary compensation acceleration according to the correction coefficient to obtain the intermediate compensation acceleration, so that the compensation value of the acceleration can be adjusted according to the failure degree of the following vehicle and the vehicle in front in the actual following scene, so as to avoid failure to keep up with the vehicle in front situation.
- Step B4 performing acceleration control on the vehicle according to the intermediate compensation acceleration and the target acceleration.
- the sum of the mid-level compensation acceleration and the target acceleration is used as the final acceleration to control the acceleration of the vehicle.
- the step of controlling the acceleration of the vehicle according to the intermediate compensation acceleration and the target acceleration in step B4 includes:
- Step C1 obtain the acceleration limit value of the comfort acceleration at the current actual vehicle speed of the vehicle and the acceleration sum of the intermediate compensation acceleration and the target acceleration;
- the comfort acceleration limit table is calibrated by dynamic perception engineers and driving experience engineers.
- the method obtained and pre-set in the system refer to Table 2-3, just for reference, not as a limitation, in practical applications, the actual vehicle speed value in the comfort acceleration limit table may be different from the value in the table Similarly, the range between the minimum value and the maximum value of the actual vehicle speed of the vehicle in the table can be set larger, and the interval between the actual vehicle speed of the vehicle in each column can be set smaller. In order to pursue more accurate adjustment, you can set Different values are preset according to driving experience. The greater the actual speed of the vehicle, the smaller the comfort acceleration limit. After obtaining the comfort acceleration limit, calculate the acceleration sum of the intermediate compensation acceleration and the target acceleration.
- Step C2 in response to the acceleration sum being greater than or equal to the comfort acceleration limit value, taking the comfort acceleration limit value as the final acceleration of the vehicle; in response to the acceleration sum being less than the comfort acceleration limit value, taking the acceleration sum as the vehicle’s final acceleration the final acceleration of
- the comfort acceleration limit is taken as the final acceleration of the vehicle. This acceleration and the acceleration control of the vehicle will not cause discomfort to the passengers.
- the acceleration sum is used as the final acceleration of the vehicle. For example, at a certain moment, the vehicle turns on the ACC system and starts to follow the vehicle in front.
- the calculated target acceleration is 0.5m/s 2
- Step C3 performing acceleration control on the own vehicle according to the final acceleration.
- the acceleration control of the vehicle is carried out.
- the comfort acceleration limit value is used as the final acceleration of the vehicle to accelerate the vehicle, if the acceleration sum is less than the comfort acceleration limit value, it means that the acceleration after compensation is not If it will cause uncomfortable experience for the occupants, the acceleration and the final acceleration of the vehicle are used to control the acceleration of the vehicle.
- This embodiment not only considers the position state of the vehicle and the vehicle in front to compensate the target acceleration, but also considers The comfort experience of the occupants avoids the problem of poor occupant comfort experience after acceleration compensation.
- the acceleration compensation method in the car-following scene further includes:
- Step D during the acceleration compensation process, it is judged whether the difference between the longitudinal distance between the vehicle and the vehicle in front and the preset safety distance is smaller than the preset minimum value
- the current speed of the vehicle in front is obtained; the current speed of the vehicle in front is used as the target cruising speed of the vehicle; in response to The difference between the longitudinal distance between the vehicle in front and the vehicle in front and the preset safety distance is greater than or equal to the preset minimum value, and the acceleration compensation for the vehicle is continued.
- the safety distance value is preset in the system, and the minimum value is also preset in the system.
- the difference between the longitudinal distance between the vehicle and the vehicle in front and the preset safety distance is less than or equal to the preset minimum value, the The longitudinal distance between the vehicle and the vehicle in front is close to the safe distance. If the vehicle is accelerated again, the vehicle will collide with the vehicle in front. At this time, the current speed of the vehicle in front is obtained. If the target cruising speed is greater than the current speed of the vehicle in front, then Take the current speed of the vehicle in front as the target cruising speed of the vehicle, and follow the vehicle in front.
- the difference between the longitudinal distance between the vehicle in front and the vehicle in front and the preset safety distance is greater than the preset minimum value, it means that the vehicle is incompatible with the vehicle in front.
- the distance of the vehicle in front is still relatively far, and continuing to accelerate will not cause the vehicle to collide with the vehicle in front, so the acceleration compensation for the vehicle will continue.
- the embodiment of the present application also proposes an acceleration compensation device, the acceleration compensation device includes: a memory, a processor, and a computer program stored in the memory and operable on the processor, the computer program When executed by the processor, the steps in the embodiments of the acceleration compensation method in the vehicle following scene are realized.
- the embodiment of the present application also proposes a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, each method of the above-mentioned acceleration compensation method in the car-following scene is implemented. Example steps.
- the methods of the above embodiments can be implemented by means of software plus a necessary general-purpose hardware platform, and of course also by hardware, but in many cases the former is better implementation.
- the technical solution of the present application can be embodied in the form of a software product in essence or the part that contributes to the prior art, and the computer software product is stored in a storage medium (such as ROM/RAM, disk, CD) contains several instructions to enable a terminal (which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) to execute the methods described in various embodiments of the present application.
- a terminal which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.
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Abstract
一种跟车场景下的加速度补偿方法，包括：获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；若本车处于跟车失败状态，则根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度；根据所述初级补偿加速度和目标加速度，对本车进行加速控制。一种加速度补偿设备和计算机可读存储介质也被公开。
Description
相关申请
本申请要求于2021年7月22号申请的、申请号为202110833520.0的中国专利申请的优先权，其全部内容通过引用结合于此。
本申请涉及智能驾驶技术领域，尤其涉及一种跟车场景下的加速度补偿方法、设备及计算机可读存储介质。
ACC(Adaptive Cruise Control，自适应巡航控制系统)，它通过车载环境感知传感器获得车辆周围的道路交通参与者(汽车、两轮车、行人等)的运动信息，例如与本车的相对位置、相对速度、相对加速度、运动方向，通过方向盘上的按键等获得驾驶员设定的目标巡航车速，再结合车辆当前车速，基于PID(Proportion Integral Differential，比例积分微分控制算法)的车速控制算法或者基于LQR(Linear Quadratic Regulator，线性二次型调节器)的时距控制算法计算车辆的目标加速度，最后把计算得到的目标加速度发送给执行器控制车辆的行驶。
全速域ACC相比于传统的ACC，增加了包括零起步和跟停的功能。零起步场景分为两种，一种是无前方车辆从速度0开始，由ACC控制车辆起步，加速到目标巡航车速；另一种是前方有车辆，从速度0开始起步，逐渐加速到目标巡航车速，然而大部分情况，在ACC跟车加速模式下，特别是跟车起步阶段，容易跟不上前车，影响通勤效率，但是通过数据分析，实际上，无前车起步和有前车起步，发给执行器的加速度值差不多，也就是说，“跟不上”更多的是乘员的主观感受，是由于前方车辆的参考，而导致乘员出现本车速度太慢，跟不上前车的感觉，乘车体验不佳。
申请内容
本申请的主要目的在于提供一种跟车场景下的加速度补偿方法、设备及计算机可读存储介质，旨在解决在跟车场景下，驾驶员容易出现跟不上前车的感觉，从而导致乘车体验不佳的技术问题。
为实现上述目的，本申请实施例提供一种跟车场景下的加速度补偿方法，所述跟车场景下的加速度补偿方法包括：
获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；
根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；
确定本车处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，其中，目标巡航车速和当前实际车速的差值越大，初 级补偿加速度越大；
根据所述初级补偿加速度和目标加速度，对本车进行加速控制。
在一实施方式中，所述跟车场景下的加速度补偿方法包括：
确定本车处于跟车失败状态，统计本车相对各前车持续处于跟车失败状态的跟车失败时长；
根据所述跟车失败时长，确定本车相对前车的跟车失败等级；
所述根据所述初级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：
根据各所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度；
根据所述中级补偿加速度和目标加速度，对本车进行加速控制。
在一实施方式中，所述根据所述中级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：
获取本车当前实际车速下的舒适性加速度限值以及中级补偿加速度和目标加速度的加速度和；
响应于所述加速度和大于或等于舒适性加速度限值，将舒适性加速度限值作为本车的最终加速度；
响应于所述加速度和小于舒适性加速度限值，将加速度和作为本车的最终加速度；
根据所述最终加速度，对本车进行加速控制。
在一实施方式中，所述前车包括本车车道上的正前车、处于本车左侧车道上的左前车和处于本车右侧车道上的右前车；
在所述判断本车相对于所述前车是否处于预设的跟车失败状态的步骤之前，还包括：
基于车载环境感知传感器，确定本车当前跟车场景下的前车。
在一实施方式中，所述根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态的步骤包括：
获取各前车与本车在行车方向上的纵向距离，获取各前车的前车车速和前车加速度；
将纵向距离在X米以内，且前车车速减去本车的当前实际车速小于阈值ξ，且前车加速度小于阈值α，且前车车速大于本车的当前实际车速持续β秒的前车作为目标实际前车，判定本车相对于目标前车处于跟车失败状态，上述X、ξ、α、β为预设值；
将纵向距离大于X米，或者前车加速度大于或小于阈值α，或者前车车速小于本车的当前实际车速持续γ秒的前车作为无效前车，判定本车相对于无效前车不处于跟车失败状态，上述γ为预设值。
在一实施方式中，所述根据所述跟车失败时长，确定本车相对前车的跟车失败等级的步骤包括：
获取本车在当前跟车场景下的各目标前车的权重系数；
根据各目标前车的跟车失败时长和权重系数，确定本车相对前车的跟车失败等级。
在一实施方式中，所述根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度的步骤包括：
根据本车相对前车的跟车失败等级，确定校正系数；
根据所述校正系数对初级补偿加速度进行校正，得到中级补偿加速度。
在一实施方式中，所述跟车场景下的加速度补偿方法还包括：
在加速度补偿过程中，判断本车和正前车的纵向距离与预设安全距离的差值是否小于预设极小值；
响应于本车和正前车的纵向距离与预设安全距离的差值小于或者等于预设极小值，获取正前车的当前车速；将正前车的当前车速作为本车的目标巡航车速；
响应于本车和正前车的纵向距离与预设安全距离的差值大于预设极小值，继续对本车进行加速补偿。
此外，本申请还提供一种加速度补偿设备，所述加速度补偿设备包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现上述的跟车场景下的加速度补偿方法的步骤。
此外，本申请还提供一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现上述的跟车场景下的加速度补偿方法的步骤。
本申请通过获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；再根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；确定处于跟车失败状态，则根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，再根据初级补偿加速度和目标加速度，对本车进行加速控制，本申请在本车与前车处于跟车失败状态时，根据目标巡航车速和当前实际车速，对目标加速度进行适当补偿，弥补了目标加速度的不足，避免了在跟车加速过程中本车乘客出现本车车速太慢，跟不上前车的乘车体验不佳的问题。
图1为实现本申请实施例方案涉及的硬件运行环境的加速度补偿设备结构示意图；
图2为本申请跟车场景下的加速度补偿方法一实施例的流程示意图；
图3为本申请跟车场景下的加速度补偿方法另一实施例的流程示意图；
图4为本申请跟车场景下的加速度补偿方法再一实施例的流程示意图。
本申请目的的实现、功能特点及优点将结合实施例，参照附图做进一步说明。
应当理解，此处所描述的具体实施例仅仅用以解释本申请，并不用于限定本申请。
在后续的描述中，使用用于表示元件的诸如“模块”、“部件”或“单元”的后缀仅为了有利于本申请的说明，其本身没有特定的意义。因此，“模块”、“部件”或“单元”可以混合地使用。
如图1所示，该加速度补偿设备可以包括：处理器1001，例如CPU，网络接口1004，用户接口1003，存储器1005，通信总线1002。其中，通信总线1002设置为实现这些组件之间的连接通信。用户接口1003可以包括显示屏(Display)、输入单元比如键盘(Keyboard)，可选用户接口1003还可以包括标准的有线接口、无线接口。网络接口1004可选的可以包括标准的有线接口、无线接口(如WI-FI接口)。存储器1005可以是高速RAM存储器，也可以是稳定的存储器(non-volatile memory)，例如磁盘存储器。存储器1005可选的还可以是独立于前述处理器1001的存储装置。
在一实施方式中，加速度补偿设备还可以包括摄像头、RF(Radio Frequency，射频)电路，传感器、音频电路、WiFi模块等等。其中，传感器比如光传感器、运动传感器以及其他传感器。具体地，光传感器可包括环境光传感器及接近传感器，其中，环境光传感器可根据环境光线的明暗来调节显示屏的亮度，作为运动传感器的一种，重力加速度传感器可检测各个方向上(一般为三轴)加速度的大小，静止时可检测出重力的大小及方向，可设置为识别移动终端姿态的应用(比如横竖屏切换、相关游戏、磁力计姿态校准)、振动识别相关功能(比如计步器、敲击)等。
本领域技术人员可以理解，图1中示出的加速度补偿设备结构并不构成对加速度补偿设备的限定，可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件布置。
如图1所示，作为一种计算机存储介质的存储器1005中可以包括操作系统、网络通信模块、用户接口模块以及计算机程序。
在图1所示的加速度补偿设备中，网络接口1004主要设置为连接后台服务器，与后台服务器进行数据通信；用户接口1003主要设置为连接客户端(用户端)，与客户端进行数据通信；而处理器1001可以设置为调用存储器1005中存储的计算机程序，并执行以下操作：
获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；
根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；
确定本车处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，其中，目标巡航车速和当前实际车速的差值越大，初级补偿加速度越大；
根据所述初级补偿加速度和目标加速度，对本车进行加速控制。
进一步地，处理器1001可以调用存储器1005中存储的计算机程序，还执行以下操作：
确定本车处于跟车失败状态，统计本车相对各前车持续处于跟车失败状态的跟车失败时长；
根据所述跟车失败时长，确定本车相对前车的跟车失败等级；
所述根据所述初级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：
根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度；
根据所述中级补偿加速度和目标加速度，对本车进行加速控制。
进一步地，所述根据所述中级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：
获取本车当前实际车速下的舒适性加速度限值以及中级补偿加速度和目标加速度的加速度和；
响应于所述加速度和大于或等于舒适性加速度限值，将舒适性加速度限值作为本车的最终加速度；
响应于所述加速度和小于舒适性加速度限值，将加速度和作为本车的最终加速度；
根据所述最终加速度，对本车进行加速控制。
进一步地，所述前车包括本车车道上的正前车、处于本车左侧车道上的左前车和处于本车右侧车道上的右前车；在所述判断本车相对于所述前车是否处于预设的跟车失败状态的步骤之前，处理器1001可以调用存储器1005中存储的计算机程序，还执行以下操作：
基于车载环境感知传感器，确定本车当前跟车场景下的前车。
进一步地，所述根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态的步骤包括：
获取各前车与本车在行车方向上的纵向距离，获取各前车的前车车速和前车加速度；
将纵向距离在X米以内，且前车车速减去本车的当前实际车速小于阈值ξ，且前车加速度小于阈值α，且前车车速大于本车的当前实际车速持续β秒的前车作为目标前车，判定本车相对于目标前车处于跟车失败状态，上述X、ξ、α、β为预设值；
将纵向距离大于X米，或者前车加速度大于或小于阈值α，或者前车车速小于本车的当前实际车速持续γ秒的前车作为无效前车，判定本车相对于无效前车不处于跟车失败状态，上述γ为预设值。
进一步地，所述根据所述跟车失败时长，确定本车相对前车的跟车失败等级的步骤包括：
获取本车在当前跟车场景下的各目标前车的权重系数；
根据各目标前车的跟车失败时长和权重系数，确定本车相对前车的跟车失败等级。
进一步地，所述根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度的步骤包括：
根据本车相对前车的跟车失败等级，确定校正系数；
根据所述校正系数对初级补偿加速度进行校正，得到中级补偿加速度。
进一步地，处理器1001可以调用存储器1005中存储的计算机程序，还执行以下操作：
在加速度补偿过程中，判断本车和正前车的纵向距离与预设安全距离的差值是否小于预设极小值；
响应于本车和正前车的纵向距离与预设安全距离的差值小于或者等于预设极小值，获取正前车的当前车速；将正前车的当前车速作为本车的目标巡航车速；
响应于本车和正前车的纵向距离与预设安全距离的差值大于预设极小值，继续对本车进行加速补偿。
本申请还提供一种跟车场景下的加速度补偿方法，在跟车场景下的加速度补偿方法一实施例中，参照图2，本申请跟车场景下的加速度补偿方法包括：
步骤A10，获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；
目标巡航车速是驾驶员通过方向盘上的按键操作输入的数值，本车当前实际车速是通过安装在车辆上的车速传感器获取的，根据目标巡航车速以及当前实际车速，基于PID(Proportion Integral Differential，比例积分微分控制算法)的车速控制算法或者基于LQR(Linear Quadratic Regulator，线性二次型调节器)的时距控制方法，便可以计算出目标加速度。
步骤A20，根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；
所述前车包括本车车道上的正前车、处于本车左侧车道上的左前车和处于本车右侧车道上的右前车；
在所述判断本车相对于所述前车是否处于预设的跟车失败状态的步骤之前，还包括：基于车载环境感知传感器，确定本车当前跟车场景下的前车。
安装在车辆上的车载环境感知传感器包括“摄像头”、“全景360”、“毫米波雷达”、“激光雷达”、“超声波雷达”和“红外线传感器”等，能够感知车辆周围的道路交通参与者(汽车、两轮车、行人等)的相对位置和相对运动信息，相对位置包括本车与前车的相对距离，相对运动信息包括本车与前车的相对速度、相对加速度。
跟车失败状态，也就是跟不上前车的状态，前车包括本车车道上的正前车、处于本车左侧车道上的左前车和处于本车右侧车道上的右前车，由于车载环境感知传感器的感知范围比较大，所以车载环境感知传感器可能感知到的本车车道上的正前车有多辆，处于本车左侧车道上的左前车有多辆，处于本车右侧车道上的右前车也有多辆，本申请所说的前车是指本车车道上距离本车最近的一辆正前车和本车左侧车道上距离本车最近的一辆左前车和本车右侧车道上距离本车最近的一辆右前车。
在判断本车相对于所述前车是否处于预设的跟车失败状态时需要分别考虑本车与正前车、本车与左前车、本车与右前车是否处于跟车失败状态。当存在正前车且本车跟得上正前车时，基于安全性考虑，本车的驾驶员不会与左前车、右前车进行比较看是否跟得上；响应于存在正前车且本车跟不上正前车，本车的驾驶员才会与左前车、右前车进行比较；响应于不存在正前车，本车的驾驶员也会与左前车、右前车进行比较，即当存在正前车，且本车跟得上正前车时，则判定本车相对于前车不处于跟车失败状态，当存在正前车时，且本车跟不上正前车时，则判定本车相对于前车处于跟车失败状态，当不存在正前车时， 则需分别判断本车与左前车、本车与右前车是否处于跟车失败状态，当本车与左前车、右前车其中之一辆车处于跟车失败状态时，则判定本车相对于前车处于跟车失败状态。
本实施例中，响应于本车跟得上正前车，基于安全性考虑，本车的驾驶员不会与左前车、右前车进行比较，看是否跟得上，响应于本车跟不上正前车，本车的驾驶员才会与左前车、右前车进行比较，响应于不存在正前车，本车的驾驶员也会与左前车、右前车进行比较，充分考虑了驾驶的安全性和驾驶习惯，来准确判断本车与前车是否处于跟车失败状态，从而可以准确判断是否需要对目标加速度进行补偿。
具体地，所述根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态的步骤包括：获取各前车与本车在行车方向上的纵向距离，获取各前车的前车车速和前车加速度；将纵向距离在X米以内，且前车车速减去本车的当前实际车速小于阈值ξ，且前车加速度小于阈值α，且前车车速大于本车的当前实际车速持续β秒的前车作为目标前车，判定本车相对于目标前车处于跟车失败状态，上述X、ξ、α、β为预设值；将纵向距离大于X米，或者前车加速度大于或小于阈值α，或者前车车速小于本车的当前实际车速持续γ秒的前车作为无效前车，判定本车相对于无效前车不处于跟车失败状态，上述γ为预设值。
对于距离本车太远的前车，驾驶员一般不会与之进行车速比较，不会产生跟车失败的感觉，而对于车速太快或者加速度太大的前车，驾驶员会认为该前车是危险驾驶，也不会与之进行比较。在判断本车相对于所述前车是否处于预设的跟车失败状态时，需要分别判断本车与正前车、本车与左前车、本车与右前车是否处于预设的跟车失败状态，目标前车包括目标正前车、目标左前车、目标右前车，无效前车包括无效正前车、无效左前车、无效右前车，在判断本车相对于正前车是否处于预设的跟车失败状态时，将与本车的纵向距离在预设范围X
1米内且正前车车速减去本车当前实际车速小于阈值ξ
1，且正前车加速度小于阈值α
1，且正前车车速大于本车当前实际车速持续β
1秒的正前车，称之为目标正前车，判定本车相对于目标正前车处于跟车失败状态，其中的X
1、ξ
1、α
1、β
1值可根据驾驶经验预设的值。将与本车的纵向距离大于X
1米，或者正前车加速度大于或小于阈值α
1，或者正前车车速小于本车的当前实际车速持续γ
1秒的正前车称为无效正前车，判定本车相对于无效正前车不处于跟车失败状态，γ
1可根据驾驶经验预设的值。
在判断本车相对于左前车是否处于预设的跟车失败状态时，将与本车的纵向距离在预设范围X
2米内且左前车车速减去本车当前实际车速小于阈值ξ
2，且左前车加速度小于阈值α
2，且左前车车速大于本车当前实际车速持续β
2秒的左前车，称之为目标左前车，判定本车相对于目标左前车处于跟车失败状态，其中的X
2、ξ
2、α
2、β
2值可根据驾驶经验预设的值。将与本车的纵向距离大于X
2米，或者左前车加速度大于或小于阈值α
2，或者左前车车速小于本车的当前实际车速持续γ
2秒的左前车称为无效左前车，判定本车相对于无效左前车不处于跟车失败状态，γ
2可根据驾驶经验预设的值。
在判断本车相对于右前车是否处于预设的跟车失败状态时，将与本车纵向距离在预设范围X
3米内且右前车车速减去本车当前实际车速小于阈值ξ
3，且右前车加速度小于阈值α
3，且右前车车速大于本车当前实际车速持续β
3秒的右前车，称之为目标右前车，判定本车相对于目标右前车处于跟车失败状态，其中的X
3、ξ
3、α
3、β
3值可根据驾驶经验预 设的值。将与本车的纵向距离大于X
3米，或者右前车加速度大于或小于阈值α
3，或者右前车车速小于本车的当前实际车速持续γ
3秒的右前车称为无效右前车，判定本车相对于无效右前车不处于跟车失败状态，γ
3可根据驾驶经验预设的值。
本实施例中，对于距离本车太远的前车，驾驶员一般不会与之进行车速比较，不会产生跟车失败的感觉，而对于车速太快或者加速度太大的前车，驾驶员会认为该前车是危险驾驶，也不会与之进行比较，充分考虑了驾驶员的心理状态，只有与本车的纵向距离处于合适的范围且车速和加速度合适，驾驶员才会产生跟车失败的感觉，从而可以基于驾驶员的心理状态准确判断是否本车与前车是否处于跟车失败状态，从而可以准确判断是否需要对目标加速度进行补偿。
步骤A30，确定本车处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，其中，目标巡航车速和当前实际车速的差值越大，初级补偿加速度越大；
确定本车处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定目标巡航车速与当前实际车速的速度差，根据本车当前实际车速以及上述速度差，从系统预设的初级补偿加速度表中获取初始补偿加速度值，初级补偿加速度表是根据动态感知工程师和驾驶体验工程师使用标定的方法获得，基于舒适性和安全性考虑，遵循的原则是：1、当本车实际车速接近目标巡航车速时，为了避免车辆控制的超调，停止加速度补偿；2、目标巡航车速与当前实际车速的速度差越大，加速度补偿程度越大，初级补偿加速度值越大；3、本车实际车速越小，加速度补偿程度越大，初级补偿加速度值越大，当本车车速较快时，即使处于跟车失败状态，安全起见，也不进行加速度补偿。参照下表2-0，例如假设当前实际车速为20kph，本车目标巡航车速与当前实际车速的速度差为30kph，从表中查到初级补偿加速度值为ω
23，下表2-0只是作为参考，不作为限定，在实际实施例中表中实际车速的最大值与最小值之间的范围可根据实际情况设置得更大，表中每列的实际车速的间隔可设置得更小，速度差的最小值与最大值之间的范围可根据实际情况进行设置，可以更大，也可以更小，表中每行的速度差的间隔可设置得更小，也可以更大。
初级补偿加速度表2-0
步骤A40，根据所述初级补偿加速度和目标加速度，对本车进行加速控制。
将目标加速度与初级补偿加速度的和作为最终的加速度，对本车进行加速。
本申请通过获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度，再根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态，确定处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，再根据初级补偿加速度和目标加速度，对本车进行加速控制，本申请充分考虑了驾驶的安全性和驾驶员的驾驶习惯以及心理状态，来准确判断本车与前车是否处于跟车失败状态，确定本车与前车处于跟车失败状态，根据目标巡航车速和当前实际车速，对目标加速度进行适当补偿，弥补了目标加速度的不足，避免了在跟车加速过程中本车乘客出现本车车速太慢，跟不上前车的乘车体验不佳的问题。
在一实施方式中，参照图3，在本申请跟车场景下的加速度补偿方法的另一实施例中，所述跟车场景下的加速度补偿方法包括：
步骤B1，确定本车处于跟车失败状态，统计本车相对各前车持续处于跟车失败状态的跟车失败时长；
响应于本车与正前车处于跟车失败状态，统计本车相对正前车持续处于跟车失败状态的跟车失败时长TC_FwdVeh，当本车与左前车处于跟车失败状态时，统计本车相对左前车持续处于跟车失败状态的跟车失败时长TC_lftFwdVeh，响应于本车与右前车处于跟车失败状态时，统计本车相对右前车持续处于跟车失败状态的跟车失败时长TC_rgtFwdVeh，响应于本车与正前车、本车与左前车、本车与右前车不处于跟车失败状态，对应的跟车失败时长归零，即TC_FwdVeh等于0，TC_lftFwdVeh等于0，TC_rgtFwdVeh等于0。
步骤B2，跟据所述跟车失败时长，确定本车相对前车的跟车失败等级；
所述根据所述跟车失败时长，确定本车相对各前车的跟车失败等级的步骤包括：获取本车在当前跟车场景下的各目标前车的权重系数；根据各目标前车的跟车失败时长和权重系数，确定本车相对目标前车的跟车失败等级；
根据统计的各目标前车的跟车失败时长和系统预设的时长转换分数量纲Gain的值以及预设的目标正前车权重系数I_FwdVeh、目标左前车权重系数I_lftFwdVeh、目标右前车权重系数I_rgtFwdVeh，即可确定跟车失败程度分数Score＝I_FwdVeh*Gain*TC_FwdVeh+I_lftFwdVeh*Gain*TC_lftFwdVeh+I_rgtFwdVeh*Gain*TC_rgtFwdVeh，参照预设的跟车失败等级表，根据表中预设的分数阈值，可确定本车相对前车的跟车失败等级。各目标前车的权重系数为驾驶员根据驾驶经验预设在系统中的，例如可将目标正前车的权重系数I_FwdVeh设为1.0，可将目标左前车权重系数I_lftFwdVeh设为0.5，可将目标右前车权重系数I_rgtFwdVeh设为0.5，跟车失败等级表为根据驾驶员的驾驶经验以及量纲Gain值确 定的并预设在系统中，参照下表2-1，例如跟车失败等级设为无、低、中、高四个等级，响应于跟车失败程度分数Score大于或等于S1，小于S2，确定本车相对前车的跟车失败等级为低，响应于Score大于等于S2，小于S3，确定本车相对前车的跟车失败等级为中，响应于Score大于等于S3，小于S4，确定本车相对前车的跟车失败等级为高，响应于本车与正前车不处于跟车失败状态，不考虑左前车和右前车的情况，此时Score值等于0，确定本车相对前车的跟车失败等级为无，此处只是举例说明跟车失败等级设为四个等级，在实际实施例中可以设为多于四个的等级，上述阈值S1、S2、S3、S4为系统预设值且与量纲Gain值是相关的，即量纲Gain值越大，则阈值S1、S2、S3、S4的值越大，同样的，系统预设的阈值数量因等级数量的不同可以多于四个。
在本实施例中，本车与目标正前车的跟车失败状态、本车与目标左前车的跟车失败状态和本车与目标右前车的跟车失败状态对驾驶员的心理影响程度是不一样的，所以设定不同的权重系数，充分考虑了目标正前车、目标左前车、目标右前车对驾驶员的心理影响程度，并根据各目标前车的跟车失败时长和不同的权重系数，综合确定本车相对前车的跟车失败等级。
跟车失败等级表2-1
步骤B3，根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度；
所述根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度的步骤包括：根据本车相对各目标前车的跟车失败等级，确定校正系数；根据所述校正系数对初级补偿加速度进行校正，得到中级补偿加速度。
确定跟车失败等级后，即可从系统预设的跟车失败等级系数表中获取与跟车失败等级对应的校正系数Coeff，则中级补偿加速度为校正系数乘以初级补偿加速度，跟车失败等级系数表为系统预设的，且与跟车失败等级表是对应的，其中的系数值为驾驶员根据经验设置并事先存储在系统中的，参照下表2-2，例如跟车失败等级为中，从预设的跟车失败等级系数表中查到跟车失败等级为“中”对应的校正系数为λ
2，则中级补偿加速度值为初级补偿加速度值乘以校正系数λ
2。
在本实施例中，不同的跟车失败等级，其加速度补偿程度不同，跟车失败等级越高，则加速度补偿的程度越大，根据本车相对前车的跟车失败等级，即可确定校正系数，并根据校正系数对初级补偿加速度进行校正，得到中级补偿加速度，从而可以根据实际跟车场景下本车与前车的跟车失败程度，调整加速度的补偿值，避免出现跟不上前车的情形。
跟车失败等级系数表2-2
| 跟车失败等级 | 无 | 低 | 中 | 高 |
| Coeff | 0 | λ 1 | λ 2 | λ 3 |
步骤B4，根据所述中级补偿加速度和目标加速度，对本车进行加速控制。
确定中级补偿加速度后，将中级补偿加速度和目标加速度的和作为最终的加速度，对本车进行加速控制。
在本实施例中，当本车处于跟车失败状态时，通过统计本车相对各前车持续处于跟车失败状态的跟车失败时长，并根据跟车失败时长和各目标前车的权重系数，确定本车相对前车的跟车失败等级，再根据跟车失败等级，对初级补偿加速度进行校正，得到中级补偿加速度，并根据中级补偿加速度和目标加速度，对本车进行加速控制，在本实施例中，充分考虑本车与前车的位置状态和运动状态以及驾驶员的心理状态，确定本车与前车的跟车失败等级，并根据跟车失败程度来对初级补偿加速度进行相应地校正，从而可以根据当前跟车场景下本车与前车的实际位置和运动状态，对本车的目标加速度作出适应性补偿，避免出现跟不上前车的情形。
进一步地，参照图4，在跟车场景下的加速度补偿方法再一实施例中，步骤B4中根据所述中级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：
步骤C1，获取本车当前实际车速下的舒适性加速度限值以及中级补偿加速度和目标加速度的加速度和；
根据本车当前实际车速，从系统预设的舒适性加速度限值表中查找与本车当前实际车速对应的舒适性加速度限值，舒适性加速度限值表由动态感知工程师和驾驶体验工程师使用标定的方法获得，并预先设置在系统中的，参照表2-3，只是作为参考，不作为限定，在实际应用中舒适性加速度限值表中的本车实际车速值可与表中的数值不一样，表中的本车实际车速的最小值与最大值之间的范围可设置更大，每列中的本车实际车速之间的间隔可设置得更小，为了追求调整的更精确，可根据驾驶经验预设不同的值，其中本车实际车速越大，舒适性加速度限值越小，获取舒适性加速度限值后计算中级补偿加速度和目标加速度的加速度和。
舒适性加速度限值表2-3
步骤C2，响应于所述加速度和大于或等于舒适性加速度限值，将舒适性加速度限值作为本车的最终加速度；响应于所述加速度和小于舒适性加速度限值，将加速度和作为本车的最终加速度；
响应于加速度和大于等于舒适性加速度限值，说明加速度过大可能造成乘客不舒适的体验，将舒适性加速度限值作为本车的最终加速度，响应于加速度和小于舒适性加速度限值，说明按照该加速度和对本车进行加速控制不会造成乘客不舒适体验，将加速度和作为 本车的最终加速度，例如某时刻，本车开启ACC系统跟随前车起步，计算得到目标加速度为0.8m/s
2，若此时系统通过本申请所述算法，探测到本车跟不上前方车辆，且计算出跟车失败的等级为“中”，则首先查表2-0，假设查表获得初级补偿加速度为0.5m/s
2,假设查跟车失败等级系数表2-2获得跟车失败等级为中对应的校正系数λ2为1.0，则校正后得到的中级补偿加速度为0.5m/s
2，此时再查舒适性加速度限值表2-3，假设查得当前最大舒适性加速度值为1.2m/s
2，因为中级补偿加速度与目标加速度的加速度和为0.8m/s
2+0.5m/s
2＝1.3m/s
2，显然大于最大舒适性加速度值1.2m/s
2，所以最终加速度值被限定为1.2m/s
2，最后按照加速度值为1.2m/s
2对本车进行加速控制。若某时刻开启ACC系统跟随前车起步，计算得到目标加速度为0.5m/s
2，且计算出跟车失败等级为中，假设查表得初级补偿加速度＝0.6m/s
2,假设跟车失败等级为中对应的校正系数λ2为1.0，则校正后得到的中级补偿加速度为0.6m/s
2，此时再查舒适性加速度限值表2-3，假设查得当前最大舒适性加速度值为1.3m/s
2，因为中级补偿加速度与目标加速度的加速度和为1.1m/s
2，加速度和小于最大舒适性加速度值1.3m/s
2，则将加速度和1.1m/s
2作为最终加速度。
步骤C3，根据所述最终加速度，对本车进行加速控制。
根据最终加速度，对本车进行加速控制。
在本实施例中，通过获取本车当前实际车速下的舒适性加速度限值，并比较中级补偿加速度与目标加速度的加速度和与舒适性加速度限值的大小，如果加速度和大于或等于舒适性加速度限值，说明加速度值过大会造成乘员不舒适的体验，则将舒适性加速度限值作为本车的最终加速度对本车进行加速控制，如果加速度和小于舒适性加速度限值，说明补偿后的加速度不会造成乘员不舒适的体验，则将加速度和作为本车的最终加速度对本车进行加速度控制，本实施例既考虑了本车与前车的位置状态来对目标加速度进行相应的补偿，又考虑了乘员的舒适性体验，避免了加速度补偿后乘员舒适性体验不佳的问题。
此外，为进一步确保车辆在加速度补偿中的驾驶安全性，在本申请的又一实施例中，跟车场景下的加速度补偿方法还包括：
步骤D，在加速度补偿过程中，判断本车和正前车的纵向距离与预设安全距离的差值是否小于预设极小值；
响应于本车和正前车的纵向距离与预设安全距离的差值小于预设极小值，获取正前车的当前车速；将正前车的当前车速作为本车的目标巡航车速；响应于本车和正前车的纵向距离与预设安全距离的差值大于或者等于预设极小值，继续对本车进行加速补偿。
安全距离值是预先设置在系统中的，极小值也是预设在系统中，当本车和正前车的纵向距离与预设安全距离的差值小于或者等于预设极小值时，说明本车与正前车的纵向距离已经接近安全距离，若再进行加速，本车将会撞上前车，此时获取正前车的当前车速，若目标巡航车速大于正前车的当前车速，则将正前车的当前车速作为本车的目标巡航车速，跟随正前车行驶，若本车和正前车的纵向距离与预设安全距离的差值大于预设极小值，说明本车与正前车的距离还比较远，继续加速不会造成本车与正前车相撞，则继续对本车进行加速补偿。
进一步地，本申请实施例还提出一种加速度补偿设备，所述加速度补偿设备包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现上述跟车场景下的加速度补偿方法的各实施例的步骤。
此外，本申请实施例还提出一种计算机可读存储介质，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现上述跟车场景下的加速度补偿方法的各实施例的步骤。
本申请加速度补偿设备和计算机可读存储介质的具体实施方式的拓展内容与上述跟车场景下的加速度补偿方法各实施例基本相同，在此不做累述。
需要说明的是，在本文中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者装置不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者装置所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、方法、物品或者装置中还存在另外的相同要素。
上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到上述实施例方法可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质(如ROM/RAM、磁碟、光盘)中，包括若干指令用以使得一台终端(可以是手机，计算机，服务器，空调器，或者网络设备等)执行本申请各个实施例所述的方法。
上面结合附图对本申请的实施例进行了描述，但是本申请并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，而不是限制性的，本领域的普通技术人员在本申请的启示下，在不脱离本申请宗旨和权利要求所保护的范围情况下，还可做出很多形式，这些均属于本申请的保护之内。
Claims (10)
- 一种跟车场景下的加速度补偿方法，其中，所述跟车场景下的加速度补偿方法包括：获取本车在当前跟车场景下的目标巡航车速、当前实际车速和目标加速度；根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态；确定本车处于跟车失败状态，根据本车的目标巡航车速和当前实际车速，确定本车在当前跟车场景下的初级补偿加速度，其中，目标巡航车速和当前实际车速的差值越大，初级补偿加速度越大；根据所述初级补偿加速度和目标加速度，对本车进行加速控制。
- 如权利要求1所述的跟车场景下的加速度补偿方法，其中，所述跟车场景下的加速度补偿方法包括：确定本车处于跟车失败状态，统计本车相对各前车持续处于跟车失败状态的跟车失败时长；根据所述跟车失败时长，确定本车相对前车的跟车失败等级；所述根据所述初级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度；根据所述中级补偿加速度和目标加速度，对本车进行加速控制。
- 如权利要求2所述的跟车场景下的加速度补偿方法，其中，所述根据所述中级补偿加速度和目标加速度，对本车进行加速控制的步骤包括：获取本车当前实际车速下的舒适性加速度限值以及中级补偿加速度和目标加速度的加速度和；响应于所述加速度和大于或等于舒适性加速度限值，将舒适性加速度限值作为本车的最终加速度；响应于所述加速度和小于舒适性加速度限值，将加速度和作为本车的最终加速度；根据所述最终加速度，对本车进行加速控制。
- 如权利要求3所述的跟车场景下的加速度补偿方法，其中，所述前车包括本车车道上的正前车、处于本车左侧车道上的左前车和处于本车右侧车道上的右前车；在所述判断本车相对于所述前车是否处于预设的跟车失败状态的步骤之前，还包括：基于车载环境感知传感器，确定本车当前跟车场景下的前车。
- 如权利要求4所述的跟车场景下的加速度补偿方法，其中，所述根据本车与当前跟车场景下的前车之间的相对位置和相对运动信息，判断本车相对于所述前车是否处于预设的跟车失败状态的步骤包括：获取各前车与本车在行车方向上的纵向距离，获取各前车的前车车速和前车加速度；将纵向距离在X米以内，且前车车速减去本车的当前实际车速小于阈值ξ，且前车加速度小于阈值α，且前车车速大于本车的当前实际车速持续β秒的前车作为目标前车，判定本车相对于目标前车处于跟车失败状态，上述X、ξ、α、β为预设值；将纵向距离大于X米，或者前车加速度大于或小于阈值α，或者前车车速小于本车的当前实际车速持续γ秒的前车作为无效前车，判定本车相对于无效前车不处于跟车失败状态，上述γ为预设值。
- 如权利要求5所述的跟车场景下的加速度补偿方法，其中，所述根据所述跟车失败时长，确定本车相对前车的跟车失败等级的步骤包括：获取本车在当前跟车场景下的各目标前车的权重系数；根据各目标前车的跟车失败时长和权重系数，确定本车相对前车的跟车失败等级。
- 如权利要求6所述的跟车场景下的加速度补偿方法，其中，所述根据所述跟车失败等级，对所述初级补偿加速度进行校正，得到中级补偿加速度的步骤包括：根据本车相对前车的跟车失败等级，确定校正系数；根据所述校正系数对初级补偿加速度进行校正，得到中级补偿加速度。
- 如权利要求7所述的跟车场景下的加速度补偿方法，其中，所述跟车场景下的加速度补偿方法还包括：在加速度补偿过程中，判断本车和正前车的纵向距离与预设安全距离的差值是否小于预设极小值；响应于本车和正前车的纵向距离与预设安全距离的差值小于或者等于预设极小值，获取正前车的当前车速；将正前车的当前车速作为本车的目标巡航车速；响应于本车和正前车的纵向距离与预设安全距离的差值大于预设极小值，继续对本车进行加速补偿。
- 一种加速度补偿设备，其中，所述加速度补偿设备包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现如权利要求1至8中任一项所述的跟车场景下的加速度补偿方法的步骤。
- 一种计算机可读存储介质，其中，所述计算机可读存储介质上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至8中任一项所述的跟车场景下的加速度补偿方法的步骤。
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