CN109177972B - Vehicle flexible collision avoidance system and control method thereof - Google Patents

Vehicle flexible collision avoidance system and control method thereof Download PDF

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CN109177972B
CN109177972B CN201810841833.9A CN201810841833A CN109177972B CN 109177972 B CN109177972 B CN 109177972B CN 201810841833 A CN201810841833 A CN 201810841833A CN 109177972 B CN109177972 B CN 109177972B
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vehicle
speed
area
distance
collision avoidance
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CN109177972A (en
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周健豪
曹瀚璋
章波
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Nanjing University of Aeronautics and Astronautics
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Nanjing University of Aeronautics and Astronautics
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed

Abstract

The invention provides a vehicle flexible collision avoidance system and a control method thereof, which are used for avoiding vehicle collision or reducing damage caused by vehicle collision to the maximum extent and improving the comfort of a braking process. The distance and the speed difference between the vehicle and the front vehicle are measured by sensors such as a laser radar, a millimeter wave radar and the like arranged on the vehicle, the measured information is represented on a speed difference-vehicle distance graph, meanwhile, the speed difference-vehicle distance image is divided into a linear control area and a nonlinear control area, the area where the position of the information of the vehicle distance and the speed difference between the vehicle and the front vehicle on the image is located in the current state is judged, a corresponding flexible braking control signal is generated by a flexible collision avoidance module and is transmitted to a vehicle speed control module, and then the vehicle speed control module applies corresponding braking force to the vehicle, so that the vehicle is decelerated, and collision is avoided as much as possible. The invention can realize the active braking of the vehicle in the longitudinal direction according to the running road condition, and avoid or reduce the harm caused by collision.

Description

Vehicle flexible collision avoidance system and control method thereof
Technical Field
The invention relates to the technical field of automobile safety, in particular to a flexible collision avoidance system for a vehicle and a control method thereof.
Background
Researchers are constantly working to improve the automatic driving technology and safety of vehicles, do not disconnect the active collision avoidance system of the vehicle to avoid collision or reduce the damage of collision, and use modern computer and sensor technology to help the driver complete the driving task. Longitudinal control of vehicles can be applied in various collision avoidance scenarios to avoid collisions or mitigate hazards from collisions, and many applications of advanced vehicle control and safety systems have been incorporated into active collision avoidance systems for vehicles.
At present, a common longitudinal collision avoidance method mainly aims at the condition that dangerous vehicles exist in front of the vehicles, and a system generally adopts radar and machine vision means to monitor the relative distance and the relative speed between a vehicle and the front vehicles in real time. However, the existing vehicle longitudinal collision avoidance system only considers the safety of collision avoidance and does not consider the comfort and stability of the driving process, so that the existing collision avoidance method is difficult to be applied to the real vehicle longitudinal collision avoidance scene.
Disclosure of Invention
The purpose of the invention is as follows: the invention provides a vehicle flexible collision avoidance system and a control method thereof, which aims to avoid serious influence on the comfort and driving stability of drivers and passengers in the active collision avoidance process of a vehicle, and avoid longitudinal collision of the vehicle or reduce damage caused by the longitudinal collision of the vehicle to the maximum extent.
The technical scheme is as follows: in order to realize the technical effects, the invention provides the following technical scheme:
a vehicle flexible collision avoidance system comprises an induction module, a main controller and a vehicle speed control module; the sensing module is used for collecting the speed of the vehicle, the speed of a front vehicle running on the same lane as the vehicle and distance information between the vehicle and the front vehicle and sending the collected information to the main controller; the main controller is used for judging the state of the vehicle according to the acquisition information provided by the induction module, generating control signals of the speed and the acceleration of the vehicle according to a pre-loaded flexible collision avoidance algorithm program and sending the control signals to the vehicle speed control module; the vehicle speed control module comprises a braking system and a power assembly, and the braking system controls the power assembly to increase or decrease the vehicle speed according to the received control signal.
Further, the sensing module comprises: a laser radar sensor, a millimeter wave radar sensor and a vehicle speed sensor; the method comprises the steps of accurately acquiring the speed of the vehicle, the speed of a front vehicle running on the same lane as the vehicle and distance information between the vehicle and the front vehicle. The laser radar sensor collects the speed of the front vehicle and the distance between the front vehicle and the vehicle, the millimeter wave radar sensor collects the distance between the front vehicle and the vehicle, and the vehicle speed sensor collects the speed of the vehicle.
Furthermore, a brake system in the vehicle speed control module is a hydraulic brake-by-wire system, the hydraulic brake-by-wire system has an interface for communicating with the main controller, the interface receives a control signal calculated by the main controller, and an ECU in the hydraulic brake-by-wire system automatically adjusts the magnitude and the energization time of an energization current of a brake solenoid valve according to the control signal to control the hydraulic pressure in a brake hydraulic cylinder, thereby realizing vehicle speed adjustment and brake deceleration adjustment.
The invention also provides a vehicle flexible collision avoidance control method realized by the vehicle flexible collision avoidance system, which comprises the following steps:
(1) in the running process of the vehicle, the speed of a front vehicle running on the same lane as the vehicle and the distance between the vehicle and the front vehicle are collected through an induction module;
(2) the main controller executes a flexible collision avoidance algorithm according to the collected data, and the method comprises the following steps:
(2-1) constructing an impedance model:
F＝k(x-xH)+bv
wherein F is the spring damping model virtual force, k is the elastic coefficient of the spring, x is the vehicle distance between the vehicle and the front vehicle, and xHThe vehicle distance is a preset expected vehicle distance, b is a damping coefficient, and v is a vehicle speed difference between the vehicle and the front vehicle;
(2-2) drawing a speed difference-vehicle distance graph; and F is calculated to be 0, and the equation of a boundary between the active force application area and the non-force application area in the speed difference-vehicle distance graph is obtained as follows:
Figure GDA0001890066930000021
wherein, THFor a predetermined headway, xH＝TH×v2，v2The speed of the front vehicle; line of demarcation in the velocity difference-vehicle distance diagram
Figure GDA0001890066930000022
The left side is an active force application area, and the right side is a non-force application area;
(2-3) to achieve a constant deceleration a of the vehicle at the boundary between the linear force and the non-linear force1Decelerating to minimum safe vehicle distance xsFor the objective problem, the boundary equation of the linear force area and the nonlinear force area in the active force application area is determined as follows:
Figure GDA0001890066930000023
wherein x iss＝Ts×v2，TsIs the minimum headway; in the active force application region of the velocity difference-vehicle distance map, the boundary line
Figure GDA0001890066930000024
The left area is a nonlinear force area, and the rest areas in the active force application area are linear force areas;
(2-4) in the running process of the vehicle, determining the area of the vehicle in the speed difference-vehicle distance graph according to the collected data, and calculating control signals when the vehicle is in different areas:
in the force application free area, no control is applied;
in the linear force region, the control signals are:
Figure GDA0001890066930000031
wherein p is1Is the dominant pole of the impedance model;
in the non-linear force region, the control signal is:
Figure GDA0001890066930000032
wherein f isnThe braking force applied to the vehicle at the current time, M is the vehicle mass, v1_inThe speed difference x between the vehicle and the front vehicle when the vehicle enters the nonlinear area1_inIs the vehicle distance x 'from the front vehicle when the vehicle enters the nonlinear region'HIs xHThe value of (a) is scaled by (b),
Figure GDA0001890066930000033
an-1the vehicle deceleration at the previous time.
Further, the calculation method of the dominant pole of the impedance model is as follows:
expressing the impedance model as a second order complex domain equation:
Ms2+bs+k＝0
Figure GDA0001890066930000034
in the formula, ζ represents a damping ratio, ωnThe frequency of the natural frequency is represented,
Figure GDA0001890066930000035
let two negative real number poles of the second-order complex domain equation be p1、p2And is provided with p1As dominant pole, calculate:
(s+p1)(s+p2)＝0
obtaining:
Figure GDA0001890066930000036
Figure GDA0001890066930000037
furthermore, the value range of ξ is ξ ≥ 1.
Has the advantages that: compared with the prior art, the invention has the following advantages:
the invention takes the specific running states of the vehicle and the front vehicle into consideration on the premise of avoiding the longitudinal collision of the vehicle to the maximum extent or reducing the damage caused by the longitudinal collision of the vehicle, so that the vehicle is braked with the deceleration as small as possible in the braking process, and the comfort and the driving stability of drivers and passengers are ensured while the safety is ensured.
Drawings
FIG. 1 is a diagram of a longitudinal collision avoidance control system for a vehicle;
fig. 2 is a flowchart of a control method of the vehicle flexible collision avoidance system;
FIG. 3 is a sectional view of the active force application area and the inactive force application area in the velocity difference-vehicle distance diagram;
FIG. 4 is a division of the differential speed-headway plot in the active force region;
FIG. 5 is a diagram of an impedance model for generating a vehicle speed control signal in a linear force region;
FIG. 6 is a response of a control signal generated by a linear force field in a velocity difference versus vehicle distance graph;
FIG. 7 is a virtual control scenario diagram of a vehicle flexible collision avoidance system control method;
Detailed Description
The present invention will be further described with reference to the accompanying drawings.
Fig. 1 is a structural diagram of a vehicle longitudinal collision avoidance control system, which includes a sensing module, a main controller and a vehicle speed control module; the sensing module is used for collecting the speed of the vehicle, the speed of a front vehicle running on the same lane as the vehicle and distance information between the vehicle and the front vehicle and sending the collected information to the main controller; the main controller is used for judging the state of the vehicle according to the acquisition information provided by the induction module, generating control signals of the speed and the acceleration of the vehicle according to a pre-loaded flexible collision avoidance algorithm program and sending the control signals to the vehicle speed control module; the vehicle speed control module comprises a braking system and a power assembly, and the braking system controls the power assembly to increase or decrease the vehicle speed according to the received control signal.
When the speed of the vehicle, the speed of the vehicle in front and the distance between the vehicle and the vehicle in front are collected, the laser radar sensor collects the speed of the vehicle in front and the distance between the vehicle and the vehicle in front, the millimeter wave radar sensor collects the distance between the vehicle and the vehicle in front, and the vehicle speed sensor collects the speed of the vehicle. Meanwhile, the purpose of applying the laser radar sensor and the millimeter wave radar sensor is to meet the accuracy of information acquisition under different driving conditions, for example, in rainy, snowy and foggy weather, the performance of the millimeter wave radar sensor can make up the defects of the laser radar sensor; the laser radar sensor has the advantages of wider detection range and higher detection precision.
The brake system in the vehicle speed control module is a hydraulic brake-by-wire system, the hydraulic brake-by-wire system is provided with an interface for communicating with the main controller, a control signal calculated by the main controller is received through the interface, and an ECU in the hydraulic brake-by-wire system automatically adjusts the size and the electrifying time of an electrifying current of a brake electromagnetic valve according to the control signal so as to control the hydraulic pressure in a brake hydraulic cylinder and realize vehicle speed adjustment and brake deceleration adjustment.
The hydraulic brake-by-wire system is an ideal choice for the brake system in the vehicle speed control module because it has the advantage of short reaction time and is beneficial to the recovery of the brake energy of the electric vehicle, but can be replaced by the traditional mechanical brake system.
The control flow of the vehicle longitudinal collision avoidance control system is shown in fig. 2, and mainly comprises four parts:
the method comprises the following steps of (I) acquiring the speed of a vehicle, the speed of a front vehicle running on the same lane as the vehicle and the distance between the vehicle and the front vehicle in the running process of the vehicle;
secondly, constructing a speed difference-vehicle distance graph, dividing the speed difference-vehicle distance graph into an active force application area and a non-force application area according to the acquired data, and dividing the active force application area into a linear force control area and a nonlinear force control area;
(III) representing the speed difference and the distance between the vehicle and the front vehicle on a speed difference-distance graph, and determining which area the vehicle is in;
and (IV) applying the braking force generated by the corresponding control area to the vehicle in the corresponding control area, generating a vehicle speed control signal generated by the impedance model in the linear force area to control the vehicle speed, and generating a signal with constant deceleration in the nonlinear force area to control the vehicle speed, so that the vehicle is braked to avoid collision or reduce collision.
The following describes each step.
In the step (two), the specific steps of determining the active force application area and the non-force application area of the vehicle in the speed difference-vehicle distance map are as follows:
constructing an impedance model as shown in FIG. 5, defining the vehicle speed v1The speed of the front vehicle is v2Setting the elastic coefficient of the spring as k and the damping coefficient of the damping as b, and manually setting the expected headway time THThen, there are:
v＝v1-v2
xH＝TH×v2
where v is the speed difference between the vehicle and the preceding vehicle, and xHThe preset expected distance is obtained;
the expression of the virtual force of the spring damping model can be obtained as follows:
F＝k(x-xH)+bv
if the above equation F is 0, the velocity difference-vehicle distance map has the following boundaries:
Figure GDA0001890066930000051
the above equation is the boundary between the active force application area and the non-force application area of the vehicle, and a division diagram of the active force application area and the non-force application area is shown in fig. 3. In the active force application area, the control model enables the vehicle speed control module to apply braking force to the vehicle so as to enable the vehicle to generate a deceleration effect; in the non-force-application region, the control model does not generate a braking force signal applied to the vehicle.
In step (ii), a division diagram of the linear force area and the non-linear force area in the active force application area is determined as shown in fig. 4, and the specific steps are as follows:
in the active force application area of the vehicle, the basis for dividing the linear force and the nonlinear force is the effect generated in a speed difference-vehicle distance map according to the braking force on the running condition of the vehicle. When the force applied to the vehicle is a linear force, the vehicle will decelerate at a varying deceleration, and the motion of the vehicle is a straight line in the velocity difference-vehicle distance diagram; when the force applied to the vehicle is a non-linear force, it is assumed that the vehicle will move at a constant deceleration, and the movement of the vehicle is a parabola in the speed difference-vehicle distance image. Specifying that at the boundary between linear and non-linear forces, the vehicle will be at a constant deceleration a1Decelerating to minimum safe vehicle distance xs，xsFrom the minimum headway TsDetermining:
xs＝Ts×v2
the boundary of the region where linear and non-linear forces can be obtained is:
Figure GDA0001890066930000061
the purpose of this setting of the linear and non-linear force boundaries is: the motion condition of the vehicle can enter a linear force control area in a speed difference-vehicle distance graph in the deceleration process of the vehicle, so that the deceleration gradually decreases in the deceleration process of the vehicle, and the driving comfort is improved; a is1Should be set as small as possible for the purposeIt is possible to make the vehicle reach the desired vehicle distance in a linear region with a gradually decreasing acceleration.
In the step (III), the concrete steps of applying corresponding braking force to the vehicle in the corresponding control area are as follows:
(1) the control of the vehicle by the impedance model when the motion state of the vehicle is in a linear force zone:
when the vehicle is in the linear force area, the control process of the motion state of the vehicle can satisfy the following conditions: 1. the vehicle speed control has no overshoot and no swing, thereby meeting the requirement of the driving comfort of the vehicle; 2. in the process of collision avoidance braking, on the premise of meeting safety, the deceleration is required to be as small as possible, so that the vehicle can reach the expected vehicle distance with the minimum braking level. These two requirements can be satisfied by selecting appropriate spring rate k and damping rate b in the impedance model.
The impedance model can be expressed as a second-order complex domain equation:
Ms2+bs+k＝0
in the formula, M represents the mass of the host vehicle. The analysis can obtain that the system is a second-order over-damping system, so that a proper system closed-loop gain is selected to meet the requirement;
the following steps are provided:
Figure GDA0001890066930000062
in the formula (I), the compound is shown in the specification,
Figure GDA0001890066930000071
ζ represents a damping ratio, ωnRepresenting a natural frequency;
although the system is a second order system, the appropriate k and b should be chosen to make the system approximate to a first order system so that the system has no overshoot and no jitter. Two negative real number poles p exist in the over-damping system1、p2And is provided with p1Is the dominant pole, so:
(s+p1)(s+p2)＝0
Figure GDA0001890066930000072
Figure GDA0001890066930000073
thus, the position of the dominant pole can be determined, and the second pole p can be determined by selecting ξ ≧ 12The position of (a);
the response of the control signal generated in the linear force region in the vehicle speed difference-vehicle distance map can be obtained as shown in fig. 6.
(2) When the motion state of the vehicle is in a nonlinear force region, the control of the vehicle by the impedance model is as follows:
in the non-linear region, the vehicle will be braked at a constant deceleration rate, and ideally the vehicle will decelerate at a sustained deceleration rate until the desired separation is achieved without overshoot. In the non-linear region, there are:
Figure GDA0001890066930000074
v1(t)＝v1_in+at
in the formula, x1_inThe distance between the vehicle and the front vehicle when the vehicle enters a nonlinear area, v1_inThe speed difference between the vehicle and the front vehicle when the vehicle enters the nonlinear area; then there is a change in the number of,
Figure GDA0001890066930000075
can obtain the product
Figure GDA0001890066930000076
When x is shown in the formula1_inIs close to xHWhen a approaches infinity, x is set to avoid this conditionHZooming:
Figure GDA0001890066930000077
in the formula, an-1Indicating the last calculated vehicle decelerationHorizontal;
and the deceleration of the vehicle can not exceed the maximum deceleration level of the vehicle speed controller, so that the deceleration of the vehicle in the nonlinear force area has the following magnitude:
Figure GDA0001890066930000081
the magnitude of the braking force is therefore:
Figure GDA0001890066930000082
wherein f isnThe braking force applied to the host vehicle at the present time.
The implementation process of the present invention is shown in fig. 7, assuming that the vehicle approaches the front vehicle at a fast speed, the vehicle enters the nonlinear force region of the active force region, and the vehicle will decelerate at a large constant deceleration; and then continuously acquiring the motion information of the vehicle and the preceding vehicle until the vehicle decelerates until entering a linear force area, wherein in the linear force area, the vehicle decelerates along a track which is approximate to a straight line in a speed difference-vehicle distance graph, and the acceleration continuously decreases until the vehicle reaches the vicinity of the target vehicle distance.
The hydraulic brake-by-wire system described in the specification mainly comprises key parts such as an ECU (electronic control Unit), an electromagnetic valve, a brake master cylinder and a brake wheel cylinder, and is widely applied to the brake system of an intelligent vehicle at present.
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.

Claims (5)

1. A vehicle flexible collision avoidance control method is characterized in that the method is realized based on a vehicle flexible collision avoidance system, and the vehicle flexible collision avoidance system comprises an induction module, a main controller and a vehicle speed control module; the control method comprises the following steps:
(1) in the running process of the vehicle, the speed of a front vehicle running on the same lane as the vehicle and the distance between the vehicle and the front vehicle are collected through an induction module;
(2) the main controller executes a flexible collision avoidance algorithm according to the collected data, and the method comprises the following steps:
(2-1) constructing an impedance model:
F＝k(x-xH)+bv
wherein F is the spring damping model virtual force, k is the elastic coefficient of the spring, x is the vehicle distance between the vehicle and the front vehicle, and xHThe vehicle distance is a preset expected vehicle distance, b is a damping coefficient, and v is a vehicle speed difference between the vehicle and the front vehicle;
(2-2) drawing a speed difference-vehicle distance graph; and F is calculated to be 0, and the equation of a boundary between the active force application area and the non-force application area in the speed difference-vehicle distance graph is obtained as follows:
Figure FDA0002413518690000011
wherein, THFor a predetermined headway, xH＝TH×v2，v2The speed of the front vehicle; line of demarcation in the velocity difference-vehicle distance diagram
Figure FDA0002413518690000012
The left side is an active force application area, and the right side is a non-force application area;
(2-3) to achieve a constant deceleration a of the vehicle at the boundary between the linear force and the non-linear force1Decelerating to minimum safe vehicle distance xsFor the objective problem, the boundary equation of the linear force area and the nonlinear force area in the active force application area is determined as follows:
Figure FDA0002413518690000014
wherein x iss＝Ts×v2，TsIs the minimum headway; in the active force application region of the velocity difference-vehicle distance map, the boundary line
Figure FDA0002413518690000013
The left area is a nonlinear force area, and the rest areas in the active force application area are linear force areas;
(2-4) in the running process of the vehicle, determining the area of the vehicle in the speed difference-vehicle distance graph according to the collected data, and calculating control signals when the vehicle is in different areas:
in the force application free area, no control is applied;
in the linear force region, the control signals are:
Figure FDA0002413518690000021
wherein p is1Is the dominant pole of the impedance model;
in the non-linear force region, the control signal is:
Figure FDA0002413518690000022
wherein f isnThe braking force applied to the vehicle at the current time, M is the vehicle mass, v1_inThe speed difference x between the vehicle and the front vehicle when the vehicle enters the nonlinear area1_inIs the vehicle distance x 'from the front vehicle when the vehicle enters the nonlinear region'HIs xHThe value of (a) is scaled by (b),
Figure FDA0002413518690000023
an-1the vehicle deceleration at the previous time.
2. The vehicle flexible collision avoidance control method according to claim 1, wherein the calculation method of the dominant pole of the impedance model is:
expressing the impedance model as a second order complex domain equation:
Ms2+bs+k＝0
Figure FDA0002413518690000024
in the formula, ζ represents a damping ratio, ωnIs represented byHowever, the frequency of the frequency is not constant,
Figure FDA0002413518690000025
let two negative real number poles of the second-order complex domain equation be p1、p2And is provided with p1As dominant pole, calculate:
(s+p1)(s+p2)＝0
obtaining:
Figure FDA0002413518690000026
Figure FDA0002413518690000027
3. the vehicle flexible collision avoidance control method according to claim 2, wherein the value range of ξ is ξ ≥ 1.
4. The vehicle flexible collision avoidance control method according to claim 3, wherein the sensing module comprises: a laser radar sensor, a millimeter wave radar sensor and a vehicle speed sensor; the millimeter wave radar sensor acquires the vehicle distance between the vehicle and the front vehicle, and the vehicle speed sensor acquires the vehicle speed of the vehicle.
5. The method as claimed in claim 3, wherein the brake system of the vehicle speed control module is a hydraulic brake-by-wire system, the hydraulic brake-by-wire system has an interface for communicating with the main controller, the interface receives a control signal calculated by the main controller, and the ECU of the hydraulic brake-by-wire system automatically adjusts the magnitude and the energization time of the energization current of the brake solenoid valve according to the control signal to control the hydraulic pressure in the brake cylinder, thereby achieving the vehicle speed adjustment and the brake deceleration adjustment.
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