CN114655204A - Adaptive cruise control method, system, terminal device and readable storage medium - Google Patents
Adaptive cruise control method, system, terminal device and readable storage medium Download PDFInfo
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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
- B60W30/143—Speed control
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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
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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
- B60W2554/00—Input parameters relating to objects
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Abstract
The invention provides a self-adaptive cruise control method, a self-adaptive cruise control system, terminal equipment and a readable storage medium, wherein the method comprises the following steps: acquiring a relative distance between the vehicle and a target vehicle, and determining target acceleration and deceleration according to the relative distance and the driving information of the vehicle; determining feedback deceleration according to vehicle information of the vehicle, and determining an acceleration and deceleration interval according to the feedback deceleration and a target acceleration and deceleration; and distributing target acceleration and deceleration to the vehicle body stabilizing system and/or the motor in the vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration. The method and the device distribute the target acceleration and deceleration to the vehicle body stabilizing system and/or the motor in the vehicle based on the acceleration and deceleration interval, can effectively adapt to the distribution requirement of the acceleration and deceleration of the vehicle body stabilizing system and/or the motor under different adaptive cruise working conditions, and improve the accuracy of adaptive cruise control.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a self-adaptive cruise control method, a self-adaptive cruise control system, terminal equipment and a readable storage medium.
Background
An Adaptive Cruise Control (ACC) system is evolved by combining a safety vehicle distance keeping system on the basis of a traditional Cruise Control system, whether a front vehicle exists in a visible range of a radar is detected by a radar sensor positioned at the front part of a vehicle body, when no vehicle exists in front of a road, the ACC system can run at a preset speed, once the vehicle sensor detects that the vehicle exists in front, the ACC system keeps a safe following distance with the front vehicle by adjusting the speed of the vehicle, and the design of the ACC system aims to reduce traffic accidents caused by misoperation of a driver and improve running safety, riding comfort and the like.
When the existing electric automobile executes the adaptive cruise control, the acceleration or deceleration of the motor and the automobile body stabilizing system is generally distributed according to the driving mode selected by the user, but the accuracy of the adaptive cruise control is low because one driving mode cannot be effectively adapted to different adaptive cruise working conditions, and the use experience of the user is reduced.
Disclosure of Invention
In view of this, embodiments of the present invention provide a method, a system, a terminal device and a readable storage medium for adaptive cruise control, so as to solve the problem that the accuracy of the adaptive cruise control of the existing electric vehicle is low.
A first aspect of an embodiment of the present invention provides an adaptive cruise control method, including:
acquiring a relative distance between a vehicle and a target vehicle, and determining a target acceleration and deceleration according to the relative distance and the driving information of the vehicle;
determining feedback deceleration according to the vehicle information of the vehicle, and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, wherein the acceleration and deceleration interval is used for representing a working condition interval where the self-adaptive cruise working condition of the vehicle is located;
and distributing the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration.
Further, the determining an acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration includes:
if the target acceleration and deceleration is greater than or equal to 0, judging that the acceleration and deceleration interval is an acceleration interval;
if the target acceleration and deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, determining that the acceleration and deceleration interval is a pure mechanical braking interval;
if the target acceleration and deceleration is less than 0, greater than the mechanical braking deceleration threshold and greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis value, determining that the acceleration and deceleration interval is a pure electric braking interval;
and if the target acceleration and deceleration is greater than the mechanical braking deceleration threshold value and the target acceleration and deceleration is less than the feedback deceleration, determining that the acceleration and deceleration interval is a composite braking interval.
Further, the allocating the target acceleration and deceleration to the vehicle body stabilization system and/or the motor in the host vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilization system and/or the motor to execute acceleration and deceleration control according to the allocated target acceleration and deceleration includes:
if the acceleration and deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration and deceleration, and distributing the target acceleration torque to the motor to execute an acceleration operation;
if the acceleration and deceleration interval is the pure mechanical braking interval, distributing the target acceleration and deceleration to the vehicle body stabilizing system to execute deceleration operation;
and if the acceleration and deceleration interval is the pure electric braking interval, determining a target deceleration torque according to the target acceleration and deceleration, and distributing the target deceleration torque to the motor to execute deceleration operation.
Further, the allocating the target acceleration and deceleration to the vehicle body stabilization system and/or the motor in the host vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilization system and/or the motor to execute acceleration and deceleration control according to the allocated target acceleration and deceleration further includes:
if the acceleration and deceleration interval is the composite braking interval, calculating the product of the feedback deceleration and a composite braking distribution coefficient to obtain a composite braking deceleration, and calculating the difference between the target acceleration and deceleration and the composite braking deceleration to obtain a mechanical braking deceleration;
and calculating the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain an electric braking deceleration, distributing the mechanical braking deceleration to the vehicle body stabilizing system to perform deceleration operation, and distributing the electric braking deceleration to the motor to perform deceleration operation.
Further, after determining an acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration, the method further includes:
if the acceleration and deceleration interval is in the pure mechanical braking interval, and the target acceleration and deceleration is greater than the difference value between the mechanical braking deceleration threshold value and the mechanical braking hysteresis value, determining that the self-adaptive cruise working condition of the vehicle exits the pure mechanical braking interval;
if the acceleration and deceleration interval is in the pure electric braking interval, the target acceleration and deceleration is greater than or equal to 0, or the target acceleration and deceleration is smaller than the feedback deceleration, or the target acceleration and deceleration is smaller than the mechanical braking deceleration threshold, judging that the self-adaptive cruise working condition of the vehicle exits the pure electric braking interval;
if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the pure electric braking interval;
if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is smaller than the mechanical braking deceleration threshold, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the pure mechanical braking interval;
and if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is greater than or equal to 0, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the acceleration interval.
Further, the allocating the mechanical braking deceleration degree to the vehicle body stabilization system to perform deceleration operation and the allocating the electric braking deceleration degree to the motor to perform deceleration operation further includes:
if the target acceleration and deceleration is reduced or the feedback deceleration is changed, and the electric braking deceleration is greater than the feedback deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and the feedback deceleration of the vehicle;
if the target acceleration and deceleration is increased and the target acceleration and deceleration is greater than or equal to the mechanical braking deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and feedback deceleration of the vehicle;
distributing the updated mechanical braking deceleration degree to the vehicle body stabilizing system to execute deceleration operation, and distributing the updated electric braking deceleration degree to the motor to execute deceleration operation.
Further, the determining the feedback deceleration according to the vehicle information of the host vehicle includes:
acquiring the maximum allowable charging power, the maximum allowable feedback torque and the finished vehicle fault limiting power of the vehicle;
calculating the allowed feedback torque of the whole vehicle according to the maximum allowed charging power, the maximum allowed feedback torque and the fault limit power of the whole vehicle;
calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the radius of the tire;
the calculation formula for calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the tire radius is as follows:
ar＝T/(M·R)
wherein T is the allowable feedback torque of the whole vehicle, M is the mass of the whole vehicle, R is the radius of the tire, arIs the feedback deceleration.
A second aspect of an embodiment of the present invention provides an adaptive cruise control system, including:
the acceleration and deceleration determining module is used for acquiring the relative distance between the vehicle and the target vehicle and determining the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;
the interval determining module is used for determining feedback deceleration according to the vehicle information of the vehicle and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, wherein the acceleration and deceleration interval is used for representing a working condition interval where the self-adaptive cruise working condition of the vehicle is located;
and the acceleration and deceleration distribution module is used for distributing the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the vehicle according to the acceleration and deceleration section and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration.
A third aspect of the embodiments of the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the terminal device, where the processor implements the steps of the adaptive cruise control method provided in the first aspect when executing the computer program.
A fourth aspect of an embodiment of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the adaptive cruise control method provided by the first aspect.
The self-adaptive cruise control method, the self-adaptive cruise control system, the terminal equipment and the readable storage medium provided by the embodiment of the invention have the following beneficial effects: the feedback deceleration is determined through the vehicle information of the vehicle, the acceleration and deceleration interval representing the self-adaptive cruise condition of the vehicle can be automatically determined according to the feedback deceleration and the target acceleration and deceleration, and the target acceleration and deceleration is distributed to the vehicle body stabilizing system and/or the motor in the vehicle based on the acceleration and deceleration interval under the self-adaptive cruise condition, so that the distribution requirement of the acceleration and deceleration of the vehicle body stabilizing system and/or the motor under different self-adaptive cruise conditions can be effectively met, and the accuracy of the self-adaptive cruise control is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a flowchart illustrating an implementation of an adaptive cruise control method according to an embodiment of the present invention;
FIG. 2 is a flowchart illustrating an implementation of an adaptive cruise control method according to another embodiment of the present invention;
FIG. 3 is a flowchart illustrating an implementation of an adaptive cruise control method according to another embodiment of the present invention;
fig. 4 is a block diagram of an adaptive cruise control system according to an embodiment of the present invention;
fig. 5 is a block diagram of an adaptive cruise control system according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a purely mechanical braking interval, a purely electrical braking interval, and a compound braking interval provided by an embodiment of the invention;
fig. 7 is a block diagram of a terminal device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Referring to fig. 1, fig. 1 shows a flowchart of an implementation of an adaptive cruise control method according to an embodiment of the present invention, including:
step S10, acquiring the relative distance between the vehicle and the target vehicle, and determining the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;
the adaptive cruise control method can be applied to any vehicle-mounted device, vehicle-mounted system or terminal device, and the like, wherein in the step, a driving lane of a vehicle is determined, when the distance between any vehicle in front and the vehicle is detected to be smaller than a preset distance in the driving lane of the vehicle, the current vehicle in front is automatically determined as a target vehicle, and the preset distance can be set according to requirements.
In this step, the travel information includes information such as the vehicle speed and the vehicle acceleration, a relative distance is obtained by controlling a pitch sensor on the vehicle body of the vehicle to scan the target vehicle, the vehicle speed is obtained from a wheel speed sensor on the vehicle, the vehicle acceleration is obtained from an Electronic Stability Program (ESP) on the vehicle, and a target acceleration/deceleration a is calculated from the relative distance, the vehicle speed, and the vehicle accelerationt。
Step S20, determining feedback deceleration according to the vehicle information of the vehicle, and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration;
the acceleration and deceleration interval is used for representing the working condition interval of the self-adaptive cruise working condition of the vehicle, and when the working condition interval of the self-adaptive cruise working condition of the vehicle is different, the acceleration and deceleration distributed to a vehicle body stabilizing system and/or a motor in the vehicle can be different;
optionally, in this step, the determining a feedback deceleration according to the vehicle information of the host vehicle includes:
acquiring the maximum allowable charging power, the maximum allowable feedback torque and the finished vehicle fault limiting power of the vehicle; the maximum allowable charging power is obtained by inquiring parameters of a battery in the vehicle, and the maximum allowable feedback torque is obtained by inquiring parameters of a motor in the vehicle;
calculating the allowed feedback torque of the whole vehicle according to the maximum allowed charging power, the maximum allowed feedback torque and the fault limit power of the whole vehicle;
calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the radius of the tire;
the calculation formula for calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the tire radius is as follows:
ar＝T/(M·R)
wherein T is the allowed feedback torque of the whole vehicle, M is the mass of the whole vehicle, R is the radius of the tire, and arIs the feedback deceleration.
Step S30, distributing the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration;
the target acceleration and deceleration is distributed to the vehicle body stabilizing system and/or the motor in the vehicle through the acceleration and deceleration section, the target acceleration and deceleration can be effectively and accurately distributed to the vehicle body stabilizing system and/or the motor based on the current adaptive cruise working condition of the vehicle, and further the phenomenon that the accuracy of adaptive cruise control is low due to the fact that the acceleration and deceleration distribution is carried out on the motor and the vehicle body stabilizing system based on the driving mode selected by a user is avoided.
In the embodiment, the feedback deceleration is determined through the vehicle information of the vehicle, the acceleration and deceleration interval representing the adaptive cruise condition of the vehicle can be automatically determined according to the feedback deceleration and the target acceleration and deceleration, and the target acceleration and deceleration is distributed to the vehicle body stabilizing system and/or the motor in the vehicle based on the acceleration and deceleration interval under the adaptive cruise condition, so that the distribution requirement of the acceleration and deceleration of the vehicle body stabilizing system and/or the motor under different adaptive cruise conditions can be effectively adapted, and the accuracy of adaptive cruise control is improved.
Referring to fig. 2, fig. 2 is a flowchart illustrating an implementation of an adaptive cruise control method according to another embodiment of the present invention. With respect to the embodiment of fig. 1, the adaptive cruise control method provided in this embodiment is used to further refine step S20 in the embodiment of fig. 1, and includes:
step S21, if the target acceleration/deceleration is equal to or greater than 0, determining that the acceleration/deceleration section is an acceleration section;
if the target acceleration and deceleration is greater than or equal to 0, the target vehicle is judged to be away from the vehicle, the vehicle can accelerate, the acceleration and deceleration interval of the vehicle is an acceleration interval, and the self-adaptive cruise working condition of the vehicle is an acceleration working condition;
step S22, if the target acceleration/deceleration is less than 0 and equal to or less than the mechanical braking deceleration threshold, determining that the acceleration/deceleration section is a pure mechanical braking section;
in the step, when the acceleration and deceleration interval is a pure mechanical braking interval, the self-adaptive cruise working condition of the vehicle is judged to be a pure mechanical braking working condition, and the vehicle is judged to need emergency braking;
optionally, in this step, if the acceleration/deceleration section is a pure mechanical braking section, and the target acceleration/deceleration is greater than a difference between a mechanical braking deceleration threshold and a mechanical braking hysteresis value, it is determined that the adaptive cruise condition of the vehicle exits the pure mechanical braking section, where the mechanical braking hysteresis value is a mechanical braking deceleration hysteresis section, and the problem that the adaptive cruise condition jumps in the pure mechanical braking section and other sections due to fluctuation of the target acceleration/deceleration near the mechanical braking deceleration threshold is avoided through the hysteresis section, and the switching process caused by the ESP is also reduced.
Step S23, if the target acceleration and deceleration is less than 0, is greater than the mechanical braking deceleration threshold and is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis value, determining that the acceleration and deceleration interval is a pure electric braking interval;
wherein, pure electric braking hysteresis value can set up according to user's demand, and pure electric braking hysteresis value is pure electric braking hysteresis interval, is pure electric braking district when the interval of accelerating and deceleratingAnd in the step, the problem that the adaptive cruise working condition jumps in the pure electric braking interval and other intervals caused by the fluctuation of the target acceleration and deceleration near the feedback deceleration allowed by the whole vehicle is avoided through the hysteresis interval, and the switching process caused by the ESP is reduced. Preferably, the pure electric brake hysteresis zone is set to-0.2 m/s2；
Optionally, in this step, if the acceleration/deceleration section is in the pure electric braking section, and the target acceleration/deceleration is greater than or equal to 0, or the target acceleration/deceleration is less than the feedback deceleration, or the target acceleration/deceleration is less than the mechanical braking deceleration threshold, it is determined that the adaptive cruise condition of the vehicle exits the pure electric braking section.
Step S24, if the target acceleration/deceleration is greater than the mechanical braking deceleration threshold and the target acceleration/deceleration is less than the feedback deceleration, determining that the acceleration/deceleration section is a composite braking section;
when the acceleration and deceleration interval is a composite braking interval, the self-adaptive cruise working condition of the vehicle is judged to be a composite braking working condition, namely, a composite braking mode is required to be adopted to distribute target acceleration and deceleration to a vehicle body stabilizing system and a motor at present;
optionally, in this step, if the acceleration/deceleration section is in the composite braking section and the target acceleration/deceleration is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis, it is determined that the adaptive cruise condition of the vehicle exits the composite braking section and enters the pure electric braking section;
further, if the acceleration and deceleration interval is in the composite braking interval and the target acceleration and deceleration is smaller than the mechanical braking deceleration threshold, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the pure mechanical braking interval;
further, if the acceleration and deceleration section is in the composite braking section and the target acceleration and deceleration is greater than or equal to 0, it is determined that the adaptive cruise condition of the vehicle exits the composite braking section and enters the acceleration section.
Optionally, in this embodiment, with respect to step S30, the allocating the target acceleration/deceleration to the vehicle body stabilization system and/or the motor in the host vehicle according to the acceleration/deceleration section, and controlling the vehicle body stabilization system and/or the motor to execute acceleration/deceleration control according to the allocated target acceleration/deceleration includes:
if the acceleration and deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration and deceleration, and distributing the target acceleration torque to the motor to execute an acceleration operation;
when the acceleration and deceleration interval is an acceleration interval, according to a formula:
T1＝M·R·at
converting the target acceleration and deceleration into target torque and sending the target torque to a motor controller, and controlling the motor to generate forward acceleration by the motor controller, wherein T1 represents the target torque, M represents the mass of the whole vehicle, R represents the radius of the tire, atRepresenting a target acceleration and deceleration;
if the acceleration and deceleration interval is the pure mechanical braking interval, distributing the target acceleration and deceleration to the vehicle body stabilizing system to execute deceleration operation;
when the acceleration and deceleration interval is a pure mechanical braking interval, sending a target acceleration and deceleration to a vehicle body stabilizing system, and mechanically braking the vehicle body stabilizing system to realize deceleration;
if the acceleration and deceleration interval is the pure electric braking interval, determining a target deceleration torque according to the target acceleration and deceleration, and distributing the target deceleration torque to the motor to execute deceleration operation;
when the acceleration and deceleration interval is the pure electric braking interval, according to a formula:
T2＝M·R·at
converting the target acceleration and deceleration into target feedback torque T2 and sending the target feedback torque T2 to the motor controller, and controlling the motor to realize the target acceleration and deceleration according to the target feedback torque T2 by the motor controller to finish energy recovery;
in the embodiment, on the basis of improving the energy recovery efficiency of the electric automobile and ensuring the driving safety, the electric braking force of the motor and the ESP mechanical braking force can be effectively distributed, the braking force distribution under the acceleration and deceleration fluctuation of an ACC target is effectively solved, the noise problem caused by the work of an ESP electromagnetic valve and an electronic pump is effectively reduced, and the energy recovery efficiency of electric braking is improved.
Referring to fig. 3, fig. 3 is a flowchart illustrating an implementation of an adaptive cruise control method according to another embodiment of the present invention. The adaptive cruise control method provided by the embodiment is used for further refining the step S30, and includes:
step S31, if the acceleration/deceleration interval is the composite braking interval, calculating the product of the feedback deceleration and the composite braking distribution coefficient to obtain the composite braking deceleration, and calculating the difference between the target acceleration/deceleration and the composite braking deceleration to obtain the mechanical braking deceleration;
when the acceleration and deceleration interval is a composite braking interval, multiplying the feedback deceleration by a composite braking distribution coefficient k to obtain a composite braking deceleration which is the allowable feedback deceleration a under the composite braking working conditionrk。
ark＝k·ar
In this step, the target acceleration/deceleration atMinus arkIn the embodiment, the composite brake distribution coefficient k is set to be 0.85, the bearing range of the electric brake to the target acceleration and deceleration fluctuation can be adjusted by setting the composite brake distribution coefficient k, and the fluctuation of the target acceleration and deceleration in a certain range is borne by the electric brake, so that the ESP only needs to maintain constant pressure in a certain range, and the working times of an electromagnetic valve and an electronic pump of the ESP are reduced;
step S32, calculating the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain an electric braking deceleration, distributing the mechanical braking deceleration to the vehicle body stabilizing system to execute the deceleration operation, and distributing the electric braking deceleration to the motor to execute the deceleration operation;
after the vehicle enters the composite braking interval, the target acceleration and deceleration sent to the ESP firstly maintains the a calculated when the vehicle enters the composite braking working conditiont0-ark0Value, at0Indicates a target acceleration/deceleration immediately after entering the composite brake, ark0Indicating the allowed regenerative deceleration under the composite braking condition just before the composite braking, wherein the target acceleration and deceleration value allocated to the electric braking is at-(at0-ark0) Target acceleration/deceleration atThe fluctuation within a certain range is realized by electric braking;
optionally, in this embodiment, after the distributing the mechanical braking deceleration to the vehicle body stabilization system to perform the deceleration operation and the distributing the electric braking deceleration to the motor to perform the deceleration operation, the method further includes:
if the target acceleration and deceleration is reduced or the feedback deceleration is changed, and the electric braking deceleration is greater than the feedback deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and the feedback deceleration of the vehicle;
wherein, when the target acceleration and deceleration becomes smaller or the feedback deceleration allowed by the whole vehicle changes, the deceleration a of the electric brake is enabledt-(at0-ark0) Greater than feedback deceleration arThen, the mechanical braking target acceleration and deceleration which is recalculated and distributed to the ESP is at1-ark1Electric brake deceleration is at-(at1-ark1). When the target acceleration and deceleration atContinue to decrease so that at-(at1-ark1) Greater than the allowable feedback deceleration a of the whole vehiclerWhen the braking speed is reduced, the mechanical braking target acceleration and deceleration and the electric braking deceleration are readjusted again;
if the target acceleration and deceleration is increased and the target acceleration and deceleration is greater than or equal to the mechanical braking deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and feedback deceleration of the vehicle;
wherein, when the target acceleration and deceleration atBecomes large so that the target acceleration and deceleration atIs greater than or equal to (a)t0-ark0) When the target acceleration/deceleration is larger than the mechanical braking deceleration, the target acceleration/deceleration is requiredTo reduce the mechanical braking force, increase the electrical braking force, the mechanical braking deceleration assigned to the ESP is recalculated to at1-ark1Electric brake deceleration of at-(at1-ark1)；
Distributing the updated mechanical braking deceleration to the vehicle body stabilizing system to perform deceleration operation, and distributing the updated electric braking deceleration to the motor to perform deceleration operation.
In the embodiment, the composite braking deceleration is obtained by calculating the product of the feedback deceleration and the composite braking distribution coefficient, the difference between the target acceleration and deceleration and the composite braking deceleration is calculated to obtain the mechanical braking deceleration, the difference between the target acceleration and deceleration and the mechanical braking deceleration is calculated to obtain the electric braking deceleration, the distribution of the target acceleration and deceleration on the vehicle body stabilizing system and the motor can be effectively carried out on the basis of the mechanical braking deceleration and the electric braking deceleration, the accuracy of the adaptive cruise control is improved when the adaptive cruise working condition of the vehicle is in the composite braking interval, and the target acceleration and deceleration and the deceleration a of the electric braking are detectedt-(at0-ark0) And feedback deceleration arThe change between the two can timely and effectively update the composite braking deceleration and the mechanical braking deceleration, thereby further improving the accuracy of the adaptive cruise control.
Referring to fig. 4, fig. 4 is a block diagram of an adaptive cruise control system 100 according to an embodiment of the present invention. The adaptive cruise control system 100 in this embodiment includes units for performing the steps in the embodiment corresponding to fig. 1 and 2. Please refer to fig. 1, fig. 2, and fig. 3, and the corresponding embodiments of fig. 1, fig. 2, and fig. 3. For convenience of explanation, only the portions related to the present embodiment are shown. Referring to fig. 4, the adaptive cruise control system 100 includes: acceleration and deceleration determining module 10, interval determining module 11 and acceleration and deceleration distributing module 12, wherein:
the acceleration and deceleration determining module 10 is configured to acquire a relative distance between a host vehicle and a target vehicle, and determine a target acceleration and deceleration according to the relative distance and driving information of the host vehicle;
the interval determining module 11 is configured to determine a feedback deceleration according to the vehicle information of the vehicle, and determine an acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration, where the acceleration/deceleration interval is used to represent a working condition interval where an adaptive cruise working condition of the vehicle is located;
and an acceleration and deceleration distribution module 12, configured to distribute the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the host vehicle according to the acceleration and deceleration section, and control the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration.
In the embodiment, the feedback deceleration is determined through the vehicle information of the vehicle, the acceleration and deceleration interval representing the adaptive cruise condition of the vehicle can be automatically determined according to the feedback deceleration and the target acceleration and deceleration, and the target acceleration and deceleration is distributed to the vehicle body stabilizing system and/or the motor in the vehicle based on the acceleration and deceleration interval under the adaptive cruise condition, so that the distribution requirement of the acceleration and deceleration of the vehicle body stabilizing system and/or the motor under different adaptive cruise conditions can be effectively adapted, and the accuracy of adaptive cruise control is improved.
Referring to fig. 5, fig. 5 is a block diagram of an adaptive cruise control system according to an embodiment of the present invention. The adaptive cruise control system includes: the self-adaptive cruise control system comprises a vehicle distance sensor 13, an adaptive cruise controller 14, a vehicle body stabilizing system 15, a vehicle control unit 16, a motor controller 17, a motor, a battery controller 18 and a power battery, and when the self-adaptive cruise control system executes self-adaptive cruise control, the self-adaptive cruise control system comprises the following steps:
1. the adaptive cruise controller 14 calculates a target acceleration/deceleration:
during the running process of the vehicle, the vehicle distance sensor 13 scans the front vehicle (target vehicle) to obtain the relative distance between the two vehicles (the relative distance between the vehicle and the target vehicle), the electronic vehicle body stability controller obtains the vehicle speed according to the wheel speed sensor, the adaptive cruise controller 14 receives the relative distance sent by the vehicle distance sensor 13 and the electronic vehicle body stability controller and the vehicle speed, and the target acceleration and deceleration a is obtained by calculationtAnd target the objectAcceleration and deceleration atTo the vehicle control unit 16.
2. The vehicle control unit 16 calculates a vehicle feedback allowable deceleration:
the vehicle control unit 16 receives the maximum allowable charging power sent by the battery control unit 18, receives the maximum allowable feedback torque sent by the motor control unit 17, calculates the allowable feedback torque of the vehicle by combining the limitation of the feedback power and the feedback torque caused by the fault response of the vehicle, and converts the allowable feedback torque of the vehicle into the allowable feedback deceleration a of the vehiclerConverting the whole vehicle allowable feedback torque into the whole vehicle allowable feedback deceleration arThe calculation formula adopted is as follows:
ar＝T/(M·R)
wherein T is the allowable feedback torque of the whole vehicle, M is the mass of the whole vehicle, R is the radius of the tire, arIs the feedback deceleration.
3. The vehicle control unit 16 determines an acceleration and deceleration interval where the adaptive cruise condition is located:
in the adaptive cruise mode, the vehicle control unit 16 receives the target acceleration and deceleration a sent by the adaptive cruise controller 14tCombined with self-calculated vehicle permissible feedback deceleration arAnd judging the acceleration and deceleration interval where the adaptive cruise working condition is located, wherein the judging method comprises the following steps:
(1) if the target acceleration or deceleration atAnd if the adaptive cruise condition is greater than or equal to 0, judging that the adaptive cruise condition is in the acceleration interval.
(2) As shown in FIG. 6, for the pure mechanical braking section, if the target acceleration and deceleration atLess than 0 and not more than mechanical braking deceleration threshold amThen the adaptive cruise condition is judged to be in a pure mechanical braking interval, and preferably, the mechanical braking deceleration threshold value amAnd setting the self-adaptive cruise condition of the vehicle to be a smaller value, and judging that the vehicle needs emergency braking at the moment when the self-adaptive cruise condition of the vehicle is in a pure mechanical braking interval.
When the self-adaptive cruise working condition is in a pure mechanical braking interval, if the target acceleration and deceleration atGreater than mechanical braking deceleration threshold amSubtracting the difference value between the mechanical brake hysteresis values to judge the self-adaptationThe cruising working condition exits from the pure mechanical braking interval;
wherein the mechanical brake hysteresis value is a mechanical brake deceleration hysteresis interval amhBy passing through the hysteresis region to avoid the target acceleration and deceleration at the mechanical braking deceleration threshold amWhen the voltage fluctuates nearby, the problem that the self-adaptive cruise working condition jumps in a pure mechanical braking interval and other intervals is caused, and the switching process caused by the ESP is also reduced.
In the present embodiment, the mechanical braking deceleration threshold amIs set to-2 m/s2Mechanical braking deceleration hysteresis section amhSet to-0.2 m/s2。
(3) As shown in fig. 6, for the pure electric braking interval, if the target acceleration and deceleration atLess than 0 and greater than mechanical braking deceleration threshold amAnd is greater than or equal to the vehicle-mounted allowable feedback deceleration arAnd if the difference value of the self-adaptive cruise operating condition and the pure electric brake hysteresis value is the pure electric brake hysteresis interval a, judging that the self-adaptive cruise operating condition is in the pure electric brake intervaleh。
When the self-adaptive cruise working condition is in the pure electric braking interval, if the target acceleration and deceleration at0 or more, or the target acceleration or deceleration atLess than the allowable feedback deceleration a of the whole vehiclerOr the target acceleration/deceleration is less than the mechanical braking deceleration threshold amAnd when the self-adaptive cruise working condition is judged to exit the pure electric braking interval, the acceleration interval, the composite braking interval or the pure mechanical braking interval is entered.
The problem that the adaptive cruise working condition jumps in the pure electric braking interval and other intervals when the target acceleration and deceleration fluctuates near the allowable feedback deceleration of the whole vehicle is avoided through the hysteresis interval, and the switching process caused by the ESP is reduced. Preferably, the pure electric brake hysteresis region aehSet to-0.2 m/s2。
(4) As shown in FIG. 6, for the composite braking section, if the target acceleration/deceleration atGreater than mechanical braking deceleration threshold amAnd a target acceleration/deceleration atLess than the allowable feedback deceleration a of the whole vehiclerIs judged fromThe adaptive cruise working condition is in a composite braking interval.
When the adaptive cruise condition is in the composite braking interval, if the target acceleration and deceleration atMore than or equal to the allowable feedback deceleration of the whole vehicle minus the pure electric braking hysteresis interval aehAnd when the vehicle is in the pure electric braking condition, the vehicle exits the composite braking condition and enters the pure electric braking condition.
When the adaptive cruise condition is in the composite braking interval, if the target acceleration and deceleration atLess than mechanical braking deceleration threshold amAnd when the brake is in the composite braking working condition, the brake is in the pure mechanical braking working condition.
When the adaptive cruise condition is in the composite braking interval, if the target acceleration and deceleration atAnd when the brake pressure is more than or equal to 0, the composite braking working condition is exited, and the acceleration working condition is entered.
4. The vehicle control unit 16 allocates a target acceleration and deceleration according to the acceleration and deceleration interval where the adaptive cruise condition is:
after the vehicle control unit 16 determines the acceleration and deceleration section where the adaptive cruise condition is located, the target acceleration and deceleration of the adaptive cruise control 14 is distributed to the motor controller 17 and the electronic vehicle body stability controller according to a set distribution principle, wherein the distribution principle corresponding to each acceleration and deceleration section is as follows:
(1) when the adaptive cruise condition is in the acceleration condition, the vehicle controller 16 performs the following steps according to the formula:
T1＝M·R·at
converting the received target acceleration and deceleration of the adaptive cruise controller 14 into target torque and sending the target torque to the motor controller 17, wherein the motor controller 17 controls the motor to generate forward acceleration, T1 represents the target torque, M represents the mass of the whole vehicle, R represents the radius of the tire, atRepresenting the target acceleration or deceleration.
(2) When the adaptive cruise condition is the pure mechanical braking condition, the vehicle control unit 16 will receive the target acceleration and deceleration a of the adaptive cruise controller 14tAnd the speed is sent to an electronic vehicle body stability controller (ESP), and the target acceleration and deceleration is realized by ESP mechanical braking.
(3) When the adaptive cruise condition is the pure electric braking condition, the vehicle controller 16 is according to the formula:
T2＝M·R·at
and converting the received target acceleration and deceleration of the adaptive cruise controller 14 into a target feedback torque T2 and sending the target feedback torque T2 to the motor controller 17, and controlling the motor to realize the target acceleration and deceleration by the motor controller 17 to finish energy recovery.
(4) When the adaptive cruise condition is in the composite braking condition, the vehicle controller 16 calculates the allowed feedback deceleration a of the entire vehiclerMultiplying the composite brake distribution coefficient k to obtain the allowable feedback deceleration a under the composite brake working conditionrk。
ark＝k·ar
Wherein, the target acceleration and deceleration atMinus arkIn the embodiment, the composite brake distribution coefficient k is set to be 0.85, the bearing range of the electric brake for the target acceleration and deceleration fluctuation can be adjusted by setting the composite brake distribution coefficient k, and the fluctuation of the target acceleration and deceleration in a certain range is borne by the electric brake, so that the ESP only needs to maintain constant pressure in a certain range, and the working times of the electromagnetic valve and the electronic pump of the ESP are reduced.
After entering the composite braking interval, the target acceleration and deceleration sent to the ESP maintains the a calculated when entering the composite braking working conditiont0-ark0Value, at0Represents a target acceleration/deceleration at the time of entering the composite brake, ark0Indicating the regenerative deceleration allowed during the combined braking condition just prior to entering the combined braking. The target acceleration and deceleration value assigned to the electric brake at this time is at-(at0-ark0) Target acceleration/deceleration atThe fluctuations within a certain range are achieved by electric braking.
When the target acceleration and deceleration becomes small or the feedback deceleration of the whole vehicle is allowed to change, the deceleration a of the electric brake is enabledt-(at0-ark0) Greater than the whole vehicle allowable feedback deceleration arThen, the mechanical braking target acceleration and deceleration which is recalculated and distributed to the ESP is at1-ark1Electric brake deceleration is at-(at1-ark1). When the target acceleration and deceleration atContinues to decrease so that at-(at1-ark1) Greater than the allowable feedback deceleration a of the whole vehiclerThen, the mechanical braking target acceleration/deceleration and the electric braking deceleration are readjusted again.
When the target acceleration and deceleration atBecomes large so that the target acceleration/deceleration atIs greater than or equal to (a)t0-ark0) At this time, the target acceleration/deceleration is larger than the mechanical braking deceleration, and it is necessary to reduce the mechanical braking force and increase the electric braking force. Recalculating the mechanical brake deceleration assigned to the ESP as at1-ark1Electric brake deceleration of at-(at1-ark1)。
When the target acceleration and deceleration atGreater than or equal to the vehicle-mounted allowable feedback deceleration (a)r-aeh) And when the vehicle is in the pure electric braking condition, the vehicle exits the composite braking condition and enters the pure electric braking condition. When the target acceleration and deceleration atLess than mechanical braking deceleration threshold amAnd when the brake is in the composite braking working condition, the brake is in the pure mechanical braking working condition. When the target acceleration and deceleration atAnd when the brake pressure is more than or equal to 0, the composite braking working condition is exited, and the acceleration working condition is entered.
In the embodiment, the feedback deceleration is determined through the vehicle information of the vehicle, the acceleration and deceleration interval representing the adaptive cruise working condition of the vehicle can be automatically determined according to the feedback deceleration and the target acceleration and deceleration, the target acceleration and deceleration is distributed to the vehicle body stabilizing system 15 and/or the motor in the vehicle based on the acceleration and deceleration interval under the adaptive cruise working condition, so that the distribution requirement of the acceleration and deceleration of the vehicle body stabilizing system 15 and/or the motor under different adaptive cruise working conditions can be effectively adapted, the accuracy of adaptive cruise control is improved, in the embodiment, on the basis of improving the energy recovery efficiency of the electric vehicle and ensuring the driving safety, the electric braking force and the ESP mechanical braking force of the motor can be effectively distributed, the braking force distribution under the fluctuation of the ACC target speed is effectively solved, and the noise problem caused by the operation of an electromagnetic valve and an electronic pump is effectively reduced, the energy recovery efficiency of the electric brake is improved.
Fig. 7 is a block diagram of a terminal device 2 according to another embodiment of the present invention. As shown in fig. 7, the terminal device 2 of this embodiment includes: a processor 20, a memory 21 and a computer program 22, such as a program for an adaptive cruise control method, stored in said memory 21 and executable on said processor 20. The processor 20, when executing the computer program 22, implements the steps in the various embodiments of the adaptive cruise control method described above, such as S10-S30 shown in fig. 1, or S21-S24 shown in fig. 2, or S31-S32 shown in fig. 3. Alternatively, when the processor 20 executes the computer program 22, the functions of the modules in the embodiment corresponding to fig. 3, for example, the functions of the modules 10 to 12 shown in fig. 4, are implemented, for which reference is specifically made to the relevant description in the embodiment corresponding to fig. 3, and details are not repeated here.
Illustratively, the computer program 22 may be divided into one or more units, which are stored in the memory 21 and executed by the processor 20 to accomplish the present invention. The one or more units may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution of the computer program 22 in the terminal device 2. For example, the computer program 22 may be divided into the acceleration/deceleration determination module 10, the interval determination module 11, and the acceleration/deceleration allocation module 12, and the specific functions of the respective modules are as described above.
The terminal device may include, but is not limited to, a processor 20, a memory 21. It will be appreciated by those skilled in the art that fig. 7 is merely an example of a terminal device 2 and does not constitute a limitation of the terminal device 2 and may include more or less components than those shown, or some components may be combined, or different components, for example the terminal device may also include input output devices, network access devices, buses, etc.
The Processor 20 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 21 may be an internal storage unit of the terminal device 2, such as a hard disk or a memory of the terminal device 2. The memory 21 may also be an external storage device of the terminal device 2, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, which are provided on the terminal device 2. Further, the memory 21 may also include both an internal storage unit and an external storage device of the terminal device 2. The memory 21 is used for storing the computer program and other programs and data required by the terminal device. The memory 21 may also be used to temporarily store data that has been output or is to be output.
An embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored, and when executed by a processor, the computer program may implement:
acquiring pressure information of a brake master cylinder in a target vehicle, wherein the pressure information comprises brake pressure and pressure building duration corresponding to the brake pressure;
if the pressure information meets the braking condition, the braking deceleration of the target vehicle is obtained, and the braking type of the target vehicle is determined according to the braking deceleration and the pressure information;
and if the determined braking type of the target vehicle is the emergency braking type, controlling a brake lamp on the target vehicle to prompt emergency braking.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein.
Claims (10)
1. An adaptive cruise control method, comprising:
acquiring a relative distance between a vehicle and a target vehicle, and determining a target acceleration and deceleration according to the relative distance and the driving information of the vehicle;
determining feedback deceleration according to the vehicle information of the vehicle, and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, wherein the acceleration and deceleration interval is used for representing a working condition interval where the self-adaptive cruise working condition of the vehicle is located;
and distributing the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the vehicle according to the acceleration and deceleration section, and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration.
2. The adaptive cruise control method according to claim 1, wherein said determining an acceleration/deceleration section based on said feedback deceleration and said target acceleration/deceleration comprises:
if the target acceleration and deceleration is greater than or equal to 0, judging that the acceleration and deceleration interval is an acceleration interval;
if the target acceleration and deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, determining that the acceleration and deceleration interval is a pure mechanical braking interval;
if the target acceleration and deceleration is less than 0, greater than the mechanical braking deceleration threshold and greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis value, determining that the acceleration and deceleration interval is a pure electric braking interval;
and if the target acceleration and deceleration is greater than the mechanical braking deceleration threshold value and the target acceleration and deceleration is less than the feedback deceleration, determining that the acceleration and deceleration interval is a composite braking interval.
3. The adaptive cruise control method according to claim 2, wherein said assigning the target acceleration/deceleration to a vehicle body stabilizing system and/or a motor in the host vehicle according to the acceleration/deceleration section, and controlling the vehicle body stabilizing system and/or the motor to execute acceleration/deceleration control according to the assigned target acceleration/deceleration comprises:
if the acceleration and deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration and deceleration, and distributing the target acceleration torque to the motor to execute an acceleration operation;
if the acceleration and deceleration interval is the pure mechanical braking interval, distributing the target acceleration and deceleration to the vehicle body stabilizing system to execute deceleration operation;
and if the acceleration and deceleration interval is the pure electric braking interval, determining a target deceleration torque according to the target acceleration and deceleration, and distributing the target deceleration torque to the motor to execute deceleration operation.
4. The adaptive cruise control method according to claim 2, wherein said assigning the target acceleration/deceleration to a vehicle body stabilizing system and/or a motor in the host vehicle according to the acceleration/deceleration section and controlling the vehicle body stabilizing system and/or the motor to execute acceleration/deceleration control according to the assigned target acceleration/deceleration further comprises:
if the acceleration and deceleration interval is the composite braking interval, calculating the product of the feedback deceleration and a composite braking distribution coefficient to obtain a composite braking deceleration, and calculating the difference between the target acceleration and deceleration and the composite braking deceleration to obtain a mechanical braking deceleration;
and calculating the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain an electric braking deceleration, distributing the mechanical braking deceleration to the vehicle body stabilizing system to perform deceleration operation, and distributing the electric braking deceleration to the motor to perform deceleration operation.
5. The adaptive cruise control method according to claim 2, wherein after determining an acceleration/deceleration interval based on said feedback deceleration and said target acceleration/deceleration, further comprising:
if the acceleration and deceleration interval is in the pure mechanical braking interval, and the target acceleration and deceleration is greater than the difference value between the mechanical braking deceleration threshold value and the mechanical braking hysteresis value, determining that the self-adaptive cruise working condition of the vehicle exits the pure mechanical braking interval;
if the acceleration and deceleration interval is in the pure electric braking interval, the target acceleration and deceleration is greater than or equal to 0, or the target acceleration and deceleration is smaller than the feedback deceleration, or the target acceleration and deceleration is smaller than the mechanical braking deceleration threshold, judging that the self-adaptive cruise working condition of the vehicle exits the pure electric braking interval;
if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the pure electric braking interval;
if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is smaller than the mechanical braking deceleration threshold, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the pure mechanical braking interval;
and if the acceleration and deceleration interval is in a composite braking interval and the target acceleration and deceleration is greater than or equal to 0, judging that the self-adaptive cruise working condition of the vehicle exits the composite braking interval and enters the acceleration interval.
6. The adaptive cruise control method according to claim 4, wherein said distributing said mechanical brake deceleration to said vehicle body stabilization system to perform a deceleration operation, and distributing said electric brake deceleration to said electric motor to perform a deceleration operation, further comprises:
if the target acceleration and deceleration is reduced or the feedback deceleration is changed, and the electric braking deceleration is greater than the feedback deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and the feedback deceleration of the vehicle;
if the target acceleration and deceleration is increased and the target acceleration and deceleration is greater than or equal to the mechanical braking deceleration, updating the composite braking deceleration and the mechanical braking deceleration according to the current target acceleration and deceleration and feedback deceleration of the vehicle;
distributing the updated mechanical braking deceleration degree to the vehicle body stabilizing system to execute deceleration operation, and distributing the updated electric braking deceleration degree to the motor to execute deceleration operation.
7. The adaptive cruise control method according to any one of claims 1 to 6, wherein said determining a feedback deceleration based on the vehicle information of the host vehicle includes:
acquiring the maximum allowable charging power, the maximum allowable feedback torque and the finished vehicle fault limiting power of the vehicle;
calculating the allowed feedback torque of the whole vehicle according to the maximum allowed charging power, the maximum allowed feedback torque and the fault limit power of the whole vehicle;
calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the radius of the tire;
the calculation formula for calculating the feedback deceleration according to the allowed feedback torque of the whole vehicle, the whole vehicle mass of the vehicle and the tire radius is as follows:
ar＝T/(M·R)
wherein T is the allowable feedback torque of the whole vehicle, M is the mass of the whole vehicle, R is the radius of the tire, arIs the feedback deceleration.
8. An adaptive cruise control system, comprising:
the acceleration and deceleration determining module is used for acquiring the relative distance between the vehicle and the target vehicle and determining the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;
the interval determining module is used for determining feedback deceleration according to the vehicle information of the vehicle and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, wherein the acceleration and deceleration interval is used for representing a working condition interval where the self-adaptive cruise working condition of the vehicle is located;
and the acceleration and deceleration distribution module is used for distributing the target acceleration and deceleration to a vehicle body stabilizing system and/or a motor in the vehicle according to the acceleration and deceleration section and controlling the vehicle body stabilizing system and/or the motor to execute acceleration and deceleration control according to the distributed target acceleration and deceleration.
9. A terminal device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor realizes the steps of the method according to any of claims 1 to 7 when executing the computer program.
10. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
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