CN116639118A - Control method and vehicle control device for adaptive cruise control of a vehicle - Google Patents

Abstract

The embodiment of the present disclosure discloses a vehicle adaptive cruise control method and a vehicle control device. The method includes: after entering the ACC mode, detecting the running state of the vehicle; , determine the acceleration of the ego vehicle according to the acceleration of the front vehicle. The vehicle adaptive cruise control method and the vehicle control device disclosed in the embodiments of the present disclosure can eliminate delays in following a vehicle and ensure driving security and safety.

Description

Control method and vehicle control device for adaptive cruise control of a vehicle

technical field

The present disclosure relates to but not limited to the field of automobiles, in particular to a method for controlling adaptive cruise of a vehicle and a vehicle control device.

Background technique

Adaptive Cruise Control (ACC) is responsible for detecting whether there is a car in front, automatically maintaining the distance from the car in front, and automatically braking in an emergency.

The current ACC requested acceleration is usually calculated based on the relative vehicle speed and the target inter-vehicle distance (derived from the target inter-vehicle time distance). When the self-vehicle starts from a standstill, the actual inter-vehicle distance between the self-vehicle and the preceding vehicle becomes longer after the preceding vehicle starts. However, since the ego vehicle is still in a stationary state, the target inter-vehicle distance < the actual inter-vehicle distance. Therefore, in the formula based on the relative vehicle speed and the target inter-vehicle distance, the inter-vehicle distance difference is negative, resulting in a negative ACC request acceleration calculated based on the inter-vehicle distance. Even according to the formula based on the relative vehicle speed and the target inter-vehicle distance, plus the requested acceleration calculated based on the relative speed, the final requested acceleration value is still very small, and it is difficult for the self-vehicle to start after the front vehicle starts.

Contents of the invention

An embodiment of the present disclosure provides a method for controlling adaptive cruise of a vehicle, including:

After entering the ACC mode, detect the running status of the vehicle;

When the vehicle is in a state where the own vehicle follows the preceding vehicle and starts from a stationary state, the acceleration of the own vehicle is determined according to the acceleration of the preceding vehicle.

An embodiment of the present disclosure also provides a vehicle control device, including a memory and a processor, the memory is used to store execution instructions; the processor invokes the execution instructions to execute the vehicle adaptive cruise control described in any embodiment method.

Compared with the prior art, the vehicle adaptive cruise control method and the vehicle control device provided by at least one embodiment of the present disclosure have the following beneficial effects:

The acceleration of the front vehicle is used as the basis for the ACC request acceleration of the self-vehicle. When the vehicle in front suddenly decelerates or accelerates, the self-vehicle can immediately respond to deceleration or acceleration, ensuring driving security and safety. And it can eliminate the start delay of following the car, and solve the problem of calculating the ACC request acceleration based on the commonly used formula 1. It is necessary to start deceleration after the inter-vehicle distance and relative speed change, and there is a certain delay.

Additional features and advantages of the disclosure will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. Other advantages of the present disclosure can be realized and obtained through the solutions described in the specification and the accompanying drawings.

Description of drawings

The accompanying drawings are used to provide an understanding of the technical solutions of the present disclosure, and constitute a part of the specification, and are used together with the embodiments of the present disclosure to explain the technical solutions of the present disclosure, and do not constitute limitations to the technical solutions of the present disclosure.

Figure 1 is a schematic diagram of the correlation between the target time headway and vehicle speed;

Fig. 2 is a schematic diagram of the relationship between the relative speed and the acceleration of the vehicle and the acceleration of the front vehicle;

Fig. 3 is a schematic diagram of the relationship between the target inter-vehicle distance and the actual inter-vehicle distance between the self-vehicle and the vehicle in front during the process from stationary to starting;

FIG. 4 is a flow chart of a control method for vehicle adaptive cruise provided by an example embodiment of the present disclosure;

Fig. 5 is a schematic diagram of determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle provided by an example embodiment of the present disclosure;

Fig. 6 is a diagram of the corresponding relationship between the acceleration coefficient K3 of the front vehicle and the speed of the vehicle provided by the embodiment of the present disclosure;

FIG. 7 is a structural block diagram of a driving assistance system provided by an embodiment of the present disclosure;

FIG. 8 is a structural block diagram of a driving environment perception sensor provided by an embodiment of the present disclosure;

Fig. 9 is a structural block diagram of a vehicle control device provided by an example embodiment of the present disclosure.

Detailed ways

The present disclosure describes a number of embodiments, but the description is illustrative rather than restrictive, and it will be apparent to those of ordinary skill in the art that within the scope encompassed by the described embodiments of the present disclosure, There are many more embodiments and implementations. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Except where expressly limited, any feature or element of any embodiment may be used in combination with, or substituted for, any other feature or element of any other embodiment.

This disclosure includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The disclosed embodiments, features and elements of this disclosure may also be combined with any conventional feature or element to form unique inventive solutions as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive solutions to form another unique inventive solution as defined by the claims. It is therefore to be understood that any of the features shown and/or discussed in this disclosure can be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be limited except in accordance with the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.

Furthermore, in describing representative embodiments, the specification may have presented a method and/or process as a particular sequence of steps. However, to the extent the method or process is not dependent on the specific order of steps described herein, the method or process should not be limited to the specific order of steps described. Other sequences of steps are also possible, as will be appreciated by those of ordinary skill in the art. Therefore, the specific order of the steps set forth in the specification should not be construed as limitations on the claims. Furthermore, claims to the method and/or process should not be limited to performing their steps in the order written, as those skilled in the art can readily appreciate that such order can be varied and still remain within the spirit and scope of the disclosed embodiments Inside.

In related technologies, the ACC request acceleration is calculated based on the relative vehicle speed and the target inter-vehicle distance (obtained according to the target inter-vehicle distance). The ACC request acceleration can be calculated by the following formula:

At＝K1×ΔD+K2×ΔV (Formula 1)

ΔD＝Dt–D (Equation 2)

ΔV＝Vp－V (Formula 3)

Among them, At represents the requested acceleration, K1 represents the inter-vehicle distance difference coefficient, ΔD represents the inter-vehicle distance difference, Dt represents the target inter-vehicle distance, D represents the current inter-vehicle distance, ΔV represents the relative speed, K2 represents the relative speed coefficient, and Vp represents the speed of the preceding vehicle , V represents the speed of the ego vehicle.

Figure 1 is a schematic diagram of the correlation between the target time headway and vehicle speed, Figure 2 is a schematic diagram of the relationship between the relative speed and the acceleration of the ego vehicle and the acceleration of the vehicle in front, and Figure 3 is the target intervehicle distance and the actual vehicle distance between the ego vehicle and the vehicle in front during the process from stationary to starting Schematic diagrams of the distance relationship, as shown in Figures 1 to 3, under the condition that the ego vehicle follows the front vehicle and starts from a stationary state, the front vehicle starts at point A, and the ego vehicle starts at point B slightly behind the front vehicle. In Fig. 2, L1, L2 and L3 represent the relative speed, the acceleration of the front vehicle and the acceleration of the ego vehicle respectively. In Fig. 3, D1 and D2 represent the target inter-vehicle distance and the actual inter-vehicle distance respectively.

Between point A and point B, the relative speed of the two vehicles gradually increases, and the acceleration requested by ACC will be calculated according to formula 1 during the process. However, since the ego vehicle is still in a stationary state, the target inter-vehicle distance < the actual inter-vehicle distance. Therefore, in Formula 1, the inter-vehicle distance difference is negative, resulting in a negative ACC request acceleration calculated based on the inter-vehicle distance. Even according to Formula 1, plus the requested acceleration calculated based on the relative speed, the final requested acceleration value is still very small, and it will be difficult for the ego vehicle to start after the front vehicle starts.

Fig. 4 is a flow chart of a control method for vehicle adaptive cruise provided by an example embodiment of the present disclosure. As shown in Fig. 4 , the control method for vehicle adaptive cruise may include: S401 and S402.

S401: Detect the running state of the vehicle after entering the ACC mode.

After the vehicle is powered on, the vehicle control device can detect whether the vehicle enters (or starts) the ACC mode, and after the vehicle enters the ACC mode, detects the running state of the vehicle, such as detecting the following state of the own vehicle. Wherein, the vehicle control device may include a vehicle controller or an ACC controller of the vehicle.

The implementation manner of detecting whether the vehicle enters (or activates) the ACC mode is the same as that of the prior art, and will not be limited or repeated in this embodiment. For example, the instrument panel of the vehicle may be provided with a relevant button, and when the button is triggered, it is determined to enter or start the ACC mode. Alternatively, a relevant button is provided on the touch screen of the vehicle interaction module, and when the button is triggered, it is determined to enter or start the ACC mode.

The state of the vehicle (or the vehicle) can be monitored through the relevant sensors installed in the vehicle, such as radars and cameras, such as monitoring the following status of the vehicle, or monitoring the acceleration or speed of the vehicle. The implementation manner of obtaining the vehicle status of the vehicle through relevant sensors installed in the vehicle, such as radars and cameras, is the same as that of the prior art, and will not be limited or repeated in this embodiment.

The state of the vehicle in front, such as the acceleration or speed of the vehicle in front, can be obtained through the relevant sensors installed in the vehicle, such as radar and camera. The way to obtain the state of the preceding vehicle through relevant sensors installed on the vehicle, such as radars and cameras, is the same as that of the prior art, and will not be limited or repeated in this embodiment.

In an example, the vehicle may be provided with a vehicle speed sensor to detect the vehicle speed, and a yaw rate sensor may be provided to detect the vehicle's motion state.

A longitudinal acceleration sensor and a lateral acceleration sensor may be provided to detect the lateral acceleration and longitudinal acceleration of the vehicle. Use the vehicle's existing sensor signals to improve performance and experience without adding additional sensors.

In an example, sensors can be added, for example, V2V communication technology can be used to obtain the state of the vehicle in front, and determine the starting timing and acceleration of the ego vehicle.

The implementation manner of determining whether the vehicle is in the state where the ego vehicle follows the preceding vehicle and starts from a stationary state is the same as that of the prior art, and will not be limited or repeated in this embodiment.

In an example, after entering the ACC mode, when it is detected that there is a vehicle in front of the own vehicle, and the front vehicle is stationary, and the own vehicle has a small speed, for example, when the speed of the own vehicle is lower than the set speed threshold, it is determined that the vehicle is following the own vehicle The state in which the vehicle in front starts from a standstill. Wherein, the vehicle speed threshold may be determined according to empirical values or actual application conditions, which will not be limited or repeated in this embodiment.

S402: When the vehicle is in a state where the own vehicle follows the preceding vehicle and starts from a stationary state, determine the acceleration of the own vehicle according to the acceleration of the preceding vehicle.

When the self-vehicle starts following the vehicle from a stationary state, the ACC request acceleration of the self-vehicle is not calculated based on the inter-vehicle distance difference and relative speed mentioned in the above formula 1, but the acceleration of the front vehicle is used as the basis for the ACC request acceleration of the self-vehicle. When the vehicle in front suddenly decelerates or accelerates, the ego vehicle can immediately respond to the deceleration or acceleration, ensuring driving security and safety. And it can eliminate the start delay of following the car, and solve the problem of calculating the ACC request acceleration based on the commonly used formula 1. It is necessary to start deceleration after the inter-vehicle distance and relative speed change, and there is a certain delay.

In an exemplary embodiment of the present disclosure, determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle may include:

Use the formula At=K3×Ap to determine the acceleration At of the own vehicle, where K3 represents the acceleration coefficient of the front vehicle, Ap represents the acceleration of the front vehicle, and K3>0.

The acceleration coefficient K3 of the front vehicle may be determined according to empirical values or the actual running conditions of the ego vehicle, which will not be limited or repeated in this embodiment.

In an exemplary embodiment of the present disclosure, it may further include: monitoring the vehicle speed of the own vehicle, and adjusting the acceleration coefficient K3 of the front vehicle according to the vehicle speed of the own vehicle.

Considering the response delay of the transmission system, the front vehicle acceleration coefficient K3 can be adjusted (or corrected). Fig. 5 is a schematic diagram of determining the acceleration of the vehicle in front according to the acceleration of the vehicle in front provided by an example embodiment of the present disclosure. As shown in Fig. 5, after adjusting the acceleration coefficient K3 of the vehicle in front according to the vehicle speed of the vehicle in front, the formula At=K3×Ap is used Determining the acceleration of the self-vehicle can reduce the response delay of the transmission system and eliminate the delay of starting with the vehicle.

In an exemplary embodiment of the present disclosure, adjusting the front vehicle acceleration coefficient K3 according to the vehicle speed of the ego vehicle may include:

When the vehicle speed of the own vehicle is lower than the first vehicle speed threshold, the front vehicle acceleration coefficient K3 is increased; when the vehicle speed of the own vehicle is greater than the first vehicle speed threshold, the front vehicle acceleration coefficient K3 is decreased.

Fig. 6 is a diagram of the corresponding relationship between the acceleration coefficient K3 of the front vehicle and the speed of the own vehicle provided by the embodiment of the present disclosure. The acceleration of the car acceleration. As the speed of the ego vehicle increases, K3 gradually decreases, requesting an acceleration slightly smaller than that of the front vehicle.

The vehicle adaptive cruise control method provided by the embodiments of the present disclosure uses the acceleration of the vehicle in front as the basis for the ACC request acceleration of the vehicle in front. When the vehicle in front suddenly decelerates or accelerates, the vehicle can immediately respond to deceleration or acceleration, ensuring a sense of security when driving and security. And it can eliminate the start delay of following the car, and solve the problem of calculating the ACC request acceleration based on the commonly used formula 1. It is necessary to start deceleration after the inter-vehicle distance and relative speed change, and there is a certain delay.

In an exemplary embodiment of the present disclosure, before determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle, it may further include: performing anti-noise filtering on the acceleration of the preceding vehicle;

Determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle may include: determining the acceleration of the own vehicle according to the filtered acceleration of the preceding vehicle.

There is noise in the original signal of the acceleration signal Ap of the front vehicle, which may cause fluctuations in the requested acceleration calculated by the formula At=K3×Ap. As shown in FIG. 5 , in the embodiment of the present disclosure, the acceleration signal Ap of the preceding vehicle may be filtered, and the acceleration of the ego vehicle may be determined according to the filtered acceleration fAp of the preceding vehicle. Among them, the self-vehicle acceleration may be referred to as a target acceleration.

In an exemplary embodiment of the present disclosure, after determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle, it may further include:

Limit the slope of the determined acceleration of the own vehicle; when the slope of the acceleration of the own vehicle is less than the set slope threshold, control the vehicle to run at the acceleration of the own vehicle; when the slope of the acceleration of the own vehicle is greater than or equal to the set slope threshold, Control the vehicle to run at the set acceleration.

Considering that when the vehicle in front accelerates rapidly, if the own vehicle also follows the rapid acceleration, the comfort and sense of safety of the driver will be lost. Therefore, the slope of the acceleration of the vehicle determined according to the acceleration of the vehicle in front can be limited. When the acceleration of the ego vehicle is too large, the smoothing process is performed, and the limited result is used as the final requested acceleration.

The setting of the slope threshold may be determined according to empirical values or actual application conditions, and this embodiment does not limit and repeat it here.

Slope limiting may include: comparing the determined slope of the acceleration of the own vehicle with a set slope threshold, and performing slope limiting (or called smoothing) when the slope of the acceleration of the own vehicle is greater than or equal to the set slope threshold, and controlling The vehicle runs at the set acceleration, which can avoid the excessive acceleration of the own vehicle and cause the driver's comfort and sense of safety to be poor due to the rapid acceleration of the own vehicle. Wherein, the slope of the set acceleration is less than or equal to the set slope threshold.

When the slope of the acceleration of the own vehicle is smaller than the set slope threshold, the slope limit (or smoothing process) may not be performed, and the vehicle is controlled to run at the determined acceleration At of the own vehicle.

In an exemplary embodiment of the present disclosure, when detecting the running state of the vehicle, it may also include:

When the self-vehicle enters the stable following state or no longer keeps driving at a very low speed, the acceleration At of the self-vehicle is determined according to the difference ΔD between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed ΔV; among them, the acceleration At of the self-vehicle = K1× ΔD+K2×ΔV, K1 represents the inter-vehicle distance difference coefficient, and K2 represents the relative speed coefficient.

In the embodiment of the present disclosure, different parameters can be used to determine the acceleration of the own vehicle according to the running state of the vehicle, which can eliminate the delay in starting to follow the vehicle and ensure the sense of security and safety of driving.

When the vehicle is in the state where the own vehicle follows the preceding vehicle and starts from a stationary state, the acceleration of the own vehicle is determined according to the acceleration of the preceding vehicle, wherein the acceleration of the own vehicle can be determined by using the formula At=K3×Ap.

When the vehicle is in a stable following state or no longer maintains a very low speed, the acceleration At of the own vehicle is determined according to the difference ΔD between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed ΔV.

In an example embodiment of the present disclosure, it may also include: monitoring the vehicle speed of the own vehicle, and determining that the vehicle enters the stable following state when the vehicle speed of the own vehicle is greater than the set vehicle speed threshold and the vehicle speed maintenance time is greater than the set time threshold Or stop driving at extremely low speeds.

According to the speed of the own car, it can be judged whether the own car has entered a stable following state or no longer keeps driving at a very low speed. After the vehicle speed reaches a certain speed threshold (such as 10 kilometers per hour) and remains for a certain period of time (such as 0.5 seconds), it is determined that the vehicle enters a stable following state or no longer maintains an extremely low speed.

The set vehicle speed threshold and the set time threshold may be determined according to empirical values or actual application conditions, and are not limited or described in this embodiment.

In an exemplary embodiment of the present disclosure, it may further include: comparing the first acceleration determined according to the acceleration of the preceding vehicle with the second acceleration determined according to the difference between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed; When the absolute value of the difference between the first acceleration and the second acceleration is within the set range, it is determined that the ego vehicle enters a stable following state or does not keep driving at a very low speed.

It can be judged whether the acceleration of the own vehicle determined by different parameters is consistent, and it can be determined whether the vehicle enters a stable following state or no longer maintains an extremely low speed. When the requested acceleration calculated by using the formula At=K3×Ap and the formula At=K1×ΔD+K2×ΔV is consistent within a certain period of time (such as 0.5 seconds), it is determined that the ego vehicle enters the stable following state or no longer maintains the extreme speed. Drive at low speed.

In an exemplary embodiment of the present disclosure, ACC control may be set in an electronic control unit (Electronic Control Unit, ECU for short) of driving assistance to realize the ACC function.

FIG. 7 is a structural block diagram of a driving assistance system provided by an embodiment of the present disclosure. As shown in FIG. 7 , the input signal of driving assistance may include at least one of the following sensor signals: Accelerator pedal sensor 102 for driver's accelerator operation, brake pedal sensor 103 for detecting driver's braking operation, angle sensor 104 for detecting driver's steering operation, torque sensor 105 for detecting driver's steering operation force, vehicle speed sensor for detecting vehicle speed 106. A radar sensor 107 for detecting the surrounding environment of the vehicle, a camera sensor 108, a yaw rate sensor 109 for detecting the motion state of the vehicle, a longitudinal acceleration sensor 110, a lateral acceleration sensor 111, and a wheel speed sensor FR112 for respectively detecting four wheel speeds, Wheel speed sensor FL113, wheel speed sensor RR114, wheel speed sensor RL115. Among them, the wheel speed sensors FR, FL, RR, and RL are respectively installed on the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle.

The input signal can also include a Global Positioning System (Global Positioning System, be called for short GPS) sensor 116 and a map data module 117, the GPS sensor 116 receives the GPS signal, based on the map data in the positioning information and the map data module 117 to obtain the driving position and distance of the vehicle Ramp distance, ramp speed limit information and lane information, etc.

An ACC control function 201 may be included in the driving assistance ECU 200 .

The output signal of driving assistance may include at least one of the following sensor signals: the engine ECU301 controlling acceleration and the engine performing acceleration control, the brake ECU302 controlling deceleration and the braking system performing deceleration control, the steering ECU303 controlling lateral direction and the lateral control The horizontal movement system provides the driver with the display ECU304 and its display device for vehicle status and function control status light information.

In an exemplary embodiment of the present disclosure, the driving environment of the vehicle may be recognized by the driving environment perception sensor. FIG. 8 is a structural block diagram of a driving environment perception sensor provided by an embodiment of the present disclosure. As shown in FIG. 8 , the driving environment perception sensor composed of a radar sensor 107 and a camera sensor 108 can detect the surrounding driving environment of the vehicle.

The driving environment perception sensor may include at least one of the following: the front driving environment perception radar sensor RFC501, the front right side driving environment perception radar sensor RFR503, the front left side driving environment perception radar sensor RFL502, the front driving environment perception camera sensor CFC510, The camera sensor SVL512 for detecting the driving environment on the left side of the vehicle, the camera sensor SVR511 for detecting the driving environment on the right side of the vehicle, the radar sensor RRC506 for detecting the driving environment directly behind, and the radar sensor RRR505 for detecting the driving environment on the right rear. The radar sensor RRL504 is used to detect the driving environment on the left rear.

As long as the driving environment can be detected, there are no specific requirements for the type of sensor (radar, lidar, ultrasonic, camera, etc.). The sensor that detects the driving environment can detect and identify the speed, relative speed, position, angle, size, etc. of three-dimensional objects around the vehicle. There are a total of nine sensors in Figure 8. If the sensor configuration can ensure 360-degree detection around the vehicle, there is no specific requirement for the number of sensors.

FIG. 9 is a structural block diagram of a vehicle control device provided by an example embodiment of the present disclosure. As shown in FIG. 9 , the vehicle control device may include a memory 91 and a processor 92 .

The memory is used to store and execute instructions, and the processor can be a central processing unit (Central Processing Unit, referred to as CPU), or a specific integrated circuit (Application Specific Integrated Circuit, referred to as ASIC), or implement one or more of the embodiments of the present invention. integrated circuit. When the vehicle control unit is running, the processor communicates with the memory, and the processor invokes and executes instructions for performing the following operations:

After entering the adaptive cruise control ACC mode, detect the running state of the vehicle;

When the vehicle is in a state where the own vehicle follows the preceding vehicle and starts from a stationary state, the acceleration of the own vehicle is determined according to the acceleration of the preceding vehicle.

In an exemplary embodiment of the present disclosure, the processor determines the acceleration of the own vehicle according to the acceleration of the preceding vehicle, which may include:

Use the formula At=K3×Ap to determine the acceleration At of the own vehicle, where K3 represents the acceleration coefficient of the front vehicle, and Ap represents the acceleration of the front vehicle.

In an example embodiment of the present disclosure, the processor is further configured to:

The vehicle speed of the own vehicle is monitored, and the acceleration coefficient K3 of the preceding vehicle is adjusted according to the vehicle speed of the own vehicle.

In an exemplary embodiment of the present disclosure, the processor adjusts the front vehicle acceleration coefficient K3 according to the vehicle speed of the own vehicle, which may include:

When the vehicle speed of the own vehicle is less than the first vehicle speed threshold, increase the front vehicle acceleration coefficient K3;

When the vehicle speed of the ego vehicle is greater than the first vehicle speed threshold, the front vehicle acceleration coefficient K3 is reduced.

In an example embodiment of the present disclosure, the processor is further configured to:

Before determining the acceleration of the own vehicle according to the acceleration of the vehicle in front, anti-noise filtering is performed on the acceleration of the vehicle in front;

The processor determining the acceleration of the own vehicle according to the acceleration of the preceding vehicle may include: determining the acceleration of the own vehicle according to the filtered acceleration of the preceding vehicle.

In an example embodiment of the present disclosure, the processor is further configured to:

After the acceleration of the own vehicle is determined according to the acceleration of the preceding vehicle, the slope of the determined acceleration of the own vehicle is limited;

When the slope of the acceleration of the own vehicle is less than the set slope threshold, the vehicle is controlled to run at the acceleration of the own vehicle;

When the slope of the acceleration of the ego vehicle is greater than or equal to the set slope threshold, the vehicle is controlled to run at the set acceleration.

In an example embodiment of the present disclosure, the processor is further configured to:

When detecting the running state of the vehicle, when the self-vehicle enters a stable following state or no longer maintains an extremely low speed, the acceleration At of the self-vehicle is determined according to the difference ΔD between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed ΔV;

Among them, the acceleration of the own vehicle At=K1×ΔD+K2×ΔV, K1 represents the inter-vehicle distance difference coefficient, and K2 represents the relative speed coefficient.

In an example embodiment of the present disclosure, the processor is further configured to:

Monitor the vehicle speed of the own vehicle. When the vehicle speed of the own vehicle is greater than the set speed threshold and the speed maintenance time is greater than the set time threshold, it is determined that the own vehicle enters a stable following state or no longer maintains an extremely low speed.

In an example embodiment of the present disclosure, the processor is further configured to:

Comparing the first acceleration determined according to the acceleration of the preceding vehicle with the second acceleration determined according to the difference between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed;

When the absolute value of the difference between the first acceleration and the second acceleration is within a set range, it is determined that the ego vehicle enters a stable vehicle-following state or does not keep driving at an extremely low speed.

Those of ordinary skill in the art can understand that all or some of the steps in the methods disclosed above, the functional modules/units in the system, and the device can be implemented as software, firmware, hardware, and an appropriate combination thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be composed of several physical components. Components cooperate to execute. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). As known to those of ordinary skill in the art, the term computer storage media includes both volatile and nonvolatile media implemented in any method or technology for storage of information, such as computer readable instructions, data structures, program modules, or other data. permanent, removable and non-removable media. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cartridges, tape, magnetic disk storage or other magnetic storage devices, or can Any other medium used to store desired information and which can be accessed by a computer. In addition, as is well known to those of ordinary skill in the art, communication media typically embodies computer readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media .

Claims (10)

1. A control method of an adaptive cruise of a vehicle, characterized by comprising:

detecting the running state of the vehicle after entering the adaptive cruise control ACC mode;

when the vehicle is in a state that the vehicle starts from a stationary state along with the front vehicle, the acceleration of the vehicle is determined according to the acceleration of the front vehicle.

2. The method of claim 1, wherein determining the acceleration of the host vehicle from the acceleration of the preceding vehicle comprises:

the acceleration At of the vehicle is determined using the formula at=k3×ap, where K3 represents the front vehicle acceleration coefficient and Ap represents the front vehicle acceleration.

3. The method according to claim 2, wherein the method further comprises:

and monitoring the speed of the own vehicle, and adjusting the front vehicle acceleration coefficient K3 according to the speed of the own vehicle.

4. A method according to claim 3, wherein said adjusting said front vehicle acceleration coefficient K3 according to the speed of the own vehicle comprises:

when the speed of the own vehicle is smaller than a first vehicle speed threshold value, increasing the front vehicle acceleration coefficient K3;

and when the speed of the own vehicle is greater than a first vehicle speed threshold value, reducing the front vehicle acceleration coefficient K3.

5. The method of claim 1, wherein prior to determining the acceleration of the host vehicle from the acceleration of the preceding vehicle, the method further comprises:

noise-resistant filtering is carried out on the acceleration of the front vehicle;

the determining the acceleration of the own vehicle according to the acceleration of the front vehicle comprises: and determining the acceleration of the own vehicle according to the filtered acceleration of the front vehicle.

6. The method of claim 1, wherein after determining the acceleration of the host vehicle from the acceleration of the preceding vehicle, the method further comprises:

slope limiting is carried out on the determined acceleration of the vehicle;

when the slope of the acceleration of the vehicle is smaller than a set slope threshold value, controlling the vehicle to run at the acceleration of the vehicle;

and controlling the vehicle to run at the set acceleration when the slope of the acceleration of the vehicle is greater than or equal to the set slope threshold.

7. The method of claim 1, wherein upon detecting the operating state of the vehicle, the method further comprises:

when the vehicle enters a stable following state or no longer keeps running At an extremely low speed, determining the acceleration At of the vehicle according to the difference delta D between the current vehicle distance and the target vehicle distance and the relative speed delta V;

where, the acceleration at=k1×Δd+k2×Δv of the own vehicle, K1 represents the inter-vehicle distance difference coefficient, and K2 represents the relative velocity coefficient.

8. The method of claim 7, wherein the method further comprises:

and monitoring the speed of the self-vehicle, and determining that the self-vehicle enters a stable following state or does not keep running at an extremely low speed any more when the speed of the self-vehicle is greater than a set speed threshold value and the speed maintaining time is greater than a set time threshold value.

9. The method of claim 7, wherein the method further comprises:

comparing a first acceleration determined from the acceleration of the preceding vehicle with a second acceleration determined from the difference between the current inter-vehicle distance and the target inter-vehicle distance and the relative speed;

and when the absolute value of the difference between the first acceleration and the second acceleration is in a set range, determining that the vehicle enters a stable following state or no longer keeps running at an extremely low speed.

10. A vehicle control apparatus comprising a memory and a processor, the memory storing execution instructions; the processor invokes the execution instructions for performing the control method of adaptive cruise of a vehicle according to any one of claims 1 to 9.