CN114655204A - Adaptive cruise control method, system, terminal device and readable storage medium - Google Patents

Abstract

The present invention provides an adaptive cruise control method, system, terminal device and readable storage medium. The method includes: acquiring a relative distance between a vehicle and a target vehicle, and determining the relative distance and driving information of the vehicle according to the relative distance. Target acceleration and deceleration; determine the feedback deceleration according to the vehicle information of the vehicle, and determine the acceleration and deceleration interval according to the feedback deceleration and target acceleration and deceleration; assign the target to the body stability system and/or motor in the vehicle according to the acceleration and deceleration interval Acceleration and deceleration, and according to the assigned target acceleration and deceleration, control the body stability system and/or the motor to perform acceleration and deceleration control. The present invention allocates target acceleration and deceleration to the body stability system and/or motor in the vehicle based on the acceleration and deceleration interval, and can effectively adapt to the allocation requirements of acceleration and deceleration of the body stability system and/or motor under different adaptive cruise conditions , which improves the accuracy of adaptive cruise control.

Description

Adaptive cruise control method, system, terminal device and readable storage medium

technical field

The present invention relates to the technical field of vehicle control, and in particular, to an adaptive cruise control method, system, terminal device and readable storage medium.

Background technique

The Adaptive Cruise Control (ACC) system is evolved from the traditional cruise control system combined with the safe distance keeping system. The radar sensor at the front of the vehicle detects whether there is a radar sensor within the visible range of the radar. The vehicle in front, when there is no vehicle in front of the road, the ACC system will drive at the preset speed. Once the on-board sensor detects that there is a vehicle ahead, the ACC system will adjust the speed of the vehicle to maintain a safe following with the vehicle in front. Distance, the purpose of ACC system design is to reduce traffic accidents caused by driver's erroneous operation, and improve driving safety and riding comfort.

When an existing electric vehicle performs adaptive cruise control, it generally allocates acceleration or deceleration to the motor and the body stability system according to the driving mode selected by the user, but because one driving mode cannot effectively adapt to different automatic driving modes. Adapting to cruise conditions results in low accuracy of adaptive cruise control and reduces user experience.

SUMMARY OF THE INVENTION

In view of this, embodiments of the present invention provide an adaptive cruise control method, system, terminal device, and readable storage medium, so as to solve the problem of low accuracy of the existing electric vehicle adaptive cruise control.

A first aspect of the embodiments of the present invention provides an adaptive cruise control method, including:

Obtain the relative distance between the vehicle and the target vehicle, and determine the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;

The feedback deceleration is determined according to the vehicle information of the own vehicle, and the acceleration and deceleration interval is determined according to the feedback deceleration and the target acceleration and deceleration, and the acceleration and deceleration interval is used to characterize the adaptive cruise operation of the own vehicle. The working condition interval in which the condition is located;

The target acceleration/deceleration is allocated to the vehicle body stability system and/or motor in the own vehicle according to the acceleration/deceleration interval, and the vehicle body stability system and/or the vehicle body stability system and/or the vehicle body stability system are controlled according to the allocated target acceleration/deceleration. The described motor performs acceleration and deceleration control.

Further, determining the acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration includes:

If the target acceleration/deceleration rate is greater than or equal to 0, it is determined that the acceleration/deceleration interval is an acceleration interval;

If the target acceleration/deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, it is determined that the acceleration/deceleration interval is a purely mechanical braking interval;

If the target acceleration/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, the acceleration/deceleration interval is determined to be pure Electric braking range;

If the target acceleration/deceleration is greater than the mechanical braking deceleration threshold, and the target acceleration/deceleration is smaller than the feedback deceleration, it is determined that the acceleration/deceleration interval is a compound braking interval.

Further, according to the acceleration/deceleration interval, the target acceleration/deceleration is allocated to the vehicle body stabilization system and/or motor in the own vehicle, and the vehicle body stability is controlled according to the allocated target acceleration/deceleration. The system and/or the motor performs acceleration and deceleration control, including:

If the acceleration/deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration/deceleration rate, and assigning the target acceleration torque to the motor to perform an acceleration operation;

If the acceleration/deceleration interval is the purely mechanical braking interval, assigning the target acceleration/deceleration speed to the vehicle body stabilization system to perform a deceleration operation;

If the acceleration/deceleration interval is the pure electric braking interval, a target deceleration torque is determined according to the target acceleration/deceleration speed, and the target deceleration torque is allocated to the motor to perform a deceleration operation.

Further, according to the acceleration/deceleration interval, the target acceleration/deceleration is allocated to the vehicle body stabilization system and/or motor in the own vehicle, and the vehicle body stability is controlled according to the allocated target acceleration/deceleration. The system and/or the motor performs acceleration and deceleration control, and further includes:

If the acceleration/deceleration interval is the compound braking interval, calculate the product of the feedback deceleration and the compound braking distribution coefficient to obtain the compound braking deceleration, and calculate the target acceleration/deceleration and the compound braking deceleration The difference between the braking decelerations, get the mechanical braking deceleration;

Calculate the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain the electrical braking deceleration, and distribute the mechanical braking deceleration to the vehicle body stabilization system to perform a deceleration operation. The electric brake deceleration is distributed to the motor to perform a deceleration operation.

Further, after the acceleration/deceleration interval is determined according to the feedback deceleration and the target acceleration/deceleration, the method further includes:

If the acceleration/deceleration interval is in the purely mechanical braking interval, and the target acceleration/deceleration is greater than the difference between the mechanical braking deceleration threshold and the mechanical braking hysteresis value, determine that the host vehicle is The adaptive cruise condition exits the purely mechanical braking range;

If the acceleration/deceleration interval is in the pure electric braking interval, and the target acceleration/deceleration is greater than or equal to 0, or the target acceleration/deceleration is smaller than the feedback deceleration, or the target acceleration/deceleration is smaller than the If the mechanical braking deceleration threshold is set, it is determined that the self-adaptive cruise condition of the vehicle exits the pure electric braking range;

If the acceleration/deceleration interval is in the compound braking interval, and the target acceleration/deceleration is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis, determine the self-adaptation of the vehicle The cruising condition exits the compound braking zone and enters the pure electric braking zone;

If the acceleration/deceleration interval is in the compound braking interval, and 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 compound braking interval, and Enter the pure mechanical braking zone;

If the acceleration/deceleration interval is in the compound braking interval, and the target acceleration/deceleration speed is greater than or equal to 0, it is determined that the adaptive cruise condition of the vehicle exits the compound braking interval and enters the acceleration interval .

Further, after allocating the mechanical brake deceleration to the vehicle body stabilization system to perform a deceleration operation, and after allocating the electric brake deceleration to the motor to perform a deceleration operation, the method further includes:

If the target acceleration/deceleration decreases or the feedback deceleration changes, and the electric braking deceleration is greater than the feedback deceleration, then according to the current target acceleration/deceleration and feedback deceleration of the vehicle, updating the compound braking deceleration and the mechanical braking deceleration;

If the target acceleration/deceleration increases, and the target acceleration/deceleration is greater than or equal to the mechanical brake deceleration, the compound braking is performed according to the current target acceleration/deceleration and feedback deceleration of the vehicle. The deceleration and the mechanical brake deceleration are updated;

The updated deceleration of the mechanical brake is allocated to the vehicle body stabilization system to perform a deceleration operation, and the updated deceleration of the electric brake is allocated to the motor to perform a deceleration operation.

Further, the determining the feedback deceleration according to the vehicle information of the own vehicle includes:

Obtain the maximum allowable charging power, maximum allowable feedback torque and vehicle fault limit power of the vehicle;

Calculate the allowable feedback torque of the entire vehicle according to the maximum allowable charging power, the maximum allowable feedback torque and the vehicle fault limit power;

Calculate the feedback deceleration according to the allowable feedback torque of the vehicle, the vehicle mass of the vehicle and the tire radius;

The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the vehicle, the vehicle mass of the vehicle and the tire radius is:

a _r =T/(M·R)

Wherein, T is the allowable feedback torque of the vehicle, M is the mass of the vehicle, R is the tire radius, and a _r is the feedback deceleration.

A second aspect of the embodiments of the present invention provides an adaptive cruise control system, including:

an acceleration and deceleration determination module, used to obtain the relative distance between the vehicle and the target vehicle, and determine the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;

The interval determination module is used to determine the feedback deceleration according to the vehicle information of the own vehicle, and determine the acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, and the acceleration and deceleration interval is used to characterize the present The working condition interval in which the adaptive cruise condition of the vehicle is located;

An acceleration and deceleration allocation module, configured to allocate the target acceleration and deceleration to the vehicle body stability system and/or motor in the own vehicle according to the acceleration and deceleration interval, and control the The vehicle body stabilization system and/or the electric motor perform acceleration/deceleration control.

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 running on the terminal device, the processor implementing the first computer program when the processor executes the computer program A scheme provides steps of an adaptive cruise control method.

A fourth aspect of the embodiments of the present invention provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, implements the adaptive cruise control method provided in the first solution of each step.

The adaptive cruise control method, system, terminal device and readable storage medium provided by the embodiments of the present invention have the following beneficial effects: the feedback deceleration is determined according to the vehicle information of the vehicle, and the feedback deceleration and target acceleration and deceleration can be Automatically determine the acceleration and deceleration interval under the adaptive cruise condition that characterizes the vehicle, and assign the target acceleration and deceleration to the body stability system and/or motor in the vehicle based on the acceleration and deceleration interval under the adaptive cruise condition, so that it can effectively Under different adaptive cruise conditions, the acceleration and deceleration distribution requirements of the body stability system and/or the motor are appropriately adapted to improve the accuracy of the adaptive cruise control.

Description of drawings

In order to illustrate the technical solutions in the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only for the present invention. In some embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without any creative effort.

FIG. 1 is a flowchart of an implementation of an adaptive cruise control method provided by an embodiment of the present invention;

FIG. 2 is an implementation flowchart of an adaptive cruise control method provided by another embodiment of the present invention;

FIG. 3 is a flowchart of an implementation of an adaptive cruise control method provided by another embodiment of the present invention;

4 is a structural block diagram of an adaptive cruise control system provided by an embodiment of the present invention;

5 is a structural block diagram of an adaptive cruise control system provided by an embodiment of the present invention;

6 is a schematic diagram of a purely mechanical braking section, a purely electric braking section and a compound braking section provided by an embodiment of the present invention;

FIG. 7 is a structural block diagram of a terminal device provided by an embodiment of the present invention.

Detailed ways

In order to make the purpose, technical solutions and advantages of the present application more clearly understood, the present application will be described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application.

Please refer to FIG. 1. FIG. 1 shows an implementation flowchart of an adaptive cruise control method provided by an embodiment of the present invention, including:

Step S10, obtaining 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, etc. In this step, the driving lane of the vehicle is first determined. When the distance between the vehicles is less than the preset distance, the current vehicle in front is automatically determined as the target vehicle, and the preset distance can be set as required.

In this step, the driving information includes information such as the speed of the vehicle and the acceleration of the vehicle. The vehicle distance sensor on the body of the vehicle is controlled to scan the target vehicle to obtain the relative distance. The speed of the vehicle is obtained according to the wheel speed sensor on the vehicle. The body stability system (Electronic Stability Program, ESP) on the vehicle obtains the acceleration of the vehicle, and calculates the target acceleration/deceleration a _t according to the relative distance, the speed of the vehicle and the acceleration of the vehicle.

Step S20, determining a feedback deceleration according to the vehicle information of the own vehicle, and determining an acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration;

Among them, the acceleration and deceleration interval is used to characterize the operating condition interval in which the adaptive cruise operating condition of the vehicle is located. The acceleration and deceleration assigned by the system and/or the motor can be different;

Optionally, in this step, determining the feedback deceleration according to the vehicle information of the own vehicle includes:

Obtain the maximum allowable charging power, maximum allowable feedback torque, and vehicle fault limit power of the vehicle; wherein, the maximum allowable charging power is obtained by querying the parameters of the battery in the vehicle, and the motor parameters in the vehicle are obtained by querying the parameters. The maximum allowable feedback torque;

Calculate the allowable feedback torque of the entire vehicle according to the maximum allowable charging power, the maximum allowable feedback torque and the vehicle fault limit power;

Calculate the feedback deceleration according to the allowable feedback torque of the vehicle, the vehicle mass of the vehicle and the tire radius;

The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the vehicle, the vehicle mass of the vehicle and the tire radius is:

a _r =T/(M·R)

Among them, T is the allowable feedback torque of the whole vehicle, M is the mass of the whole vehicle, R is the tire radius, and a _r is the feedback deceleration.

Step S30: Allocate the target acceleration and deceleration to the vehicle body stability system and/or motor in the own vehicle according to the acceleration and deceleration interval, and control the vehicle body stability system and/or the motor according to the allocated target acceleration and deceleration. / or the motor performs acceleration and deceleration control;

The target acceleration and deceleration are allocated to the vehicle body stability system and/or the motor through the acceleration and deceleration interval, which can effectively and accurately assign the target acceleration and deceleration to the vehicle body stability system and/or the motor based on the current adaptive cruise condition of the vehicle. deceleration, thereby preventing the low accuracy of the adaptive cruise control caused by the acceleration and deceleration of the motor and the body stability system based on the driving mode selected by the user.

In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle, and according to the feedback deceleration and the target acceleration and deceleration, the acceleration and deceleration interval under the adaptive cruise condition that characterizes the vehicle can be automatically determined. The acceleration and deceleration interval under different adaptive cruise conditions can be used to allocate the target acceleration and deceleration to the body stability system and/or motor in the vehicle, so that the allocation of acceleration and deceleration of the body stability system and/or motor can be effectively adapted under different adaptive cruise conditions. demand, improving the accuracy of adaptive cruise control.

Please refer to FIG. 2 . FIG. 2 is a flowchart of an implementation of an adaptive cruise control method provided by 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 , including:

Step S21, if the target acceleration/deceleration rate is greater than or equal to 0, it is determined that the acceleration/deceleration interval is an acceleration interval;

Among them, if the target acceleration and deceleration is greater than or equal to 0, it is determined that the target vehicle is moving away from the vehicle, the vehicle can be accelerated, the acceleration and deceleration interval of the vehicle is the acceleration interval, and the adaptive cruise condition of the vehicle is the acceleration condition;

Step S22, if the target acceleration and deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, it is determined that the acceleration and deceleration interval is a purely mechanical braking interval;

The mechanical braking deceleration threshold can be set according to requirements. In this step, when the acceleration and deceleration interval is a purely mechanical braking interval, it is determined that the adaptive cruise condition of the vehicle is a purely mechanical braking condition, and the vehicle is determined to be a purely mechanical braking condition. The car needs emergency braking;

Optionally, in this step, if the acceleration/deceleration interval is in the purely mechanical braking interval, and the target acceleration/deceleration is greater than the difference between the mechanical braking deceleration threshold and the mechanical braking hysteresis value, then determine that the vehicle's automatic Adapt to the cruising condition and exit the pure mechanical braking range, where the mechanical braking hysteresis value is the mechanical braking deceleration hysteresis range, and the hysteresis range is used to prevent the target acceleration and deceleration from fluctuating near the mechanical braking deceleration threshold. The problem of jumping in the purely mechanical braking section and other sections caused by the adaptive cruise condition also reduces the switching process of the ESP.

Step S23, if the target acceleration/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, determine the acceleration/deceleration The interval is the pure electric braking interval;

Among them, the pure electric braking hysteresis value can be set according to the user's needs. The pure electric braking hysteresis value is the pure electric braking hysteresis interval. When the acceleration and deceleration interval is the pure electric braking interval, the self-adaptation of the vehicle is determined. The cruise condition is the pure electric braking condition. In this step, when the target acceleration and deceleration fluctuates around the allowable feedback deceleration of the whole vehicle, the adaptive cruise condition caused by the hysteresis interval is used in the pure electric braking interval and The problem of other range beats reduces the switching process of the ESP as a result. Preferably, the pure electric braking hysteresis interval is set to -0.2m/s ² ;

Optionally, in this step, if the acceleration/deceleration interval is in the pure electric braking interval, 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 range.

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, then determine that the acceleration/deceleration interval is a compound braking interval;

Among them, when the acceleration and deceleration interval is a compound braking interval, it is determined that the adaptive cruise condition of the vehicle is a compound braking condition, that is, a compound braking method is currently required to assign the target acceleration and deceleration to the vehicle body stability system and the motor. ;

Optionally, in this step, if the acceleration and deceleration interval is in the compound 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, the adaptive cruise control of the vehicle is determined. Exit the compound braking area and enter the pure electric braking area;

Further, if the acceleration/deceleration interval is in the compound braking area, and 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 compound braking area and enters the pure mechanical braking area;

Further, if the acceleration/deceleration interval is in the compound braking interval, and the target acceleration/deceleration is greater than or equal to 0, it is determined that the adaptive cruise condition of the vehicle exits the compound braking interval and enters the acceleration interval.

Optionally, in this embodiment, for step S30, the target acceleration/deceleration is allocated to the vehicle body stability system and/or motor in the vehicle according to the acceleration/deceleration interval, and the target acceleration/deceleration is allocated according to the assigned acceleration/deceleration interval. Target acceleration and deceleration, controlling the vehicle body stabilization system and/or the motor to perform acceleration and deceleration control, including:

If the acceleration/deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration/deceleration rate, and assigning the target acceleration torque to the motor to perform an acceleration operation;

Among them, when the acceleration and deceleration interval is the acceleration interval, according to the formula:

T1=M·R· _at

Convert the target acceleration and deceleration into target torque and send it to the motor controller. The motor controller controls the motor to generate forward acceleration, where T1 represents the target torque, M represents the vehicle mass, R represents the tire radius, and a _t represents the target acceleration and deceleration. ;

If the acceleration/deceleration interval is the purely mechanical braking interval, assigning the target acceleration/deceleration speed to the vehicle body stabilization system to perform a deceleration operation;

Among them, when the acceleration and deceleration interval is a purely mechanical braking interval, the target acceleration and deceleration are sent to the body stability system, and all of them are mechanically braked by the body stability system to achieve deceleration;

If the acceleration/deceleration interval is the pure electric braking interval, determining a target deceleration torque according to the target acceleration/deceleration speed, and assigning the target deceleration torque to the motor to perform a deceleration operation;

Among them, when the acceleration and deceleration interval is the pure electric braking interval, according to the formula:

T2=M·R· _at

Convert the target acceleration and deceleration into the target feedback torque T2 and send it to the motor controller, and the motor controller controls the motor to achieve the target acceleration and deceleration according to the target feedback torque T2 to complete energy recovery;

In this embodiment, on the basis of improving the energy recovery efficiency of the electric vehicle and ensuring driving safety, the electric braking force of the motor and the mechanical braking force of the ESP can be effectively distributed, and the braking force under the fluctuation of the ACC target acceleration and deceleration can be effectively solved. The distribution effectively reduces the noise problem caused by the operation of the ESP solenoid valve and the electronic pump, and improves the energy recovery efficiency of the electric brake.

Please refer to FIG. 3 . FIG. 3 is a flowchart of an implementation of an adaptive cruise control method provided by another embodiment of the present invention. The adaptive cruise control method provided in this embodiment is used to further refine step S30, including:

Step S31, if the acceleration/deceleration interval is the compound braking interval, calculate the product between the feedback deceleration and the compound braking distribution coefficient to obtain the compound braking deceleration, and calculate the target acceleration/deceleration and the compound braking deceleration. the difference between the compound braking decelerations to obtain the mechanical braking deceleration;

Among them, when the acceleration and deceleration interval is the compound braking interval, multiply the feedback deceleration by the compound braking distribution coefficient k to obtain the compound braking deceleration, which is the allowable feedback deceleration a under the compound braking condition _rk .

a _rk =k· _ar

In this step, the mechanical braking deceleration is obtained by subtracting _ark from the target acceleration and deceleration at _t . In this embodiment, the composite braking distribution coefficient k is set to 0.85. By setting the composite braking distribution coefficient k, the electrical system can be adjusted. The dynamic range of the target acceleration and deceleration fluctuations is borne by the electric brake to bear the fluctuations of the target acceleration and deceleration within a certain range, so that the ESP only needs to maintain a constant pressure within a certain range, reducing the solenoid valve of the ESP and the working times of the electronic pump;

Step S32, calculating the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain the electric braking deceleration, and assigning the mechanical braking deceleration to the vehicle body stabilization system to perform a deceleration operation , assigning the electric braking deceleration to the motor to perform a deceleration operation;

Among them, after the vehicle enters the compound braking area, the target acceleration and deceleration sent to the ESP first maintains the a _{t0 -ark0} value calculated when entering the compound braking condition, and at ₀ represents the target acceleration and deceleration when the vehicle just enters the compound braking condition. Speed, a _rk0 indicates that the feedback deceleration is allowed under the compound braking condition when the compound braking is just entered. At this time, the target acceleration and deceleration value assigned to the electric brake is a _t -(a _t0 -a _rk0 ), and the target acceleration The fluctuation of deceleration a _t within a certain range is realized by electric braking;

Optionally, in this embodiment, after allocating the mechanical brake deceleration to the vehicle body stabilization system to perform the deceleration operation, and after allocating the electric brake deceleration to the motor to perform the deceleration operation, the method further includes: :

If the target acceleration/deceleration decreases or the feedback deceleration changes, and the electric braking deceleration is greater than the feedback deceleration, then according to the current target acceleration/deceleration and feedback deceleration of the vehicle, updating the compound braking deceleration and the mechanical braking deceleration;

Among them, when the target acceleration and deceleration becomes smaller or the whole vehicle allows the regenerative deceleration to change, so that the deceleration of the electric brake a _t -(a _{t0 -ark0} ) is greater than the regenerative deceleration a _r , the recalculation will be allocated to the ESP The mechanical braking target acceleration and deceleration is a _{t1 -ark1} , and the electric braking deceleration is a _t -(a _{t1 -ark1} ). When the target acceleration and deceleration a _t continues to decrease, so that _{at -(a t1 -ark1 ) is} greater than the vehicle's allowable feedback deceleration a _r , the target acceleration and deceleration of the mechanical brake and the deceleration of the electric brake will be re-adjusted again. ;

If the target acceleration/deceleration increases, and the target acceleration/deceleration is greater than or equal to the mechanical brake deceleration, the compound braking is performed according to the current target acceleration/deceleration and feedback deceleration of the vehicle. The deceleration and the mechanical brake deceleration are updated;

Among them, when the target acceleration and deceleration a _t becomes larger, so that the target acceleration and deceleration a _t is greater than or equal to (a _{t0 -ark0} ), at this time, the target acceleration and deceleration is greater than the mechanical braking deceleration, and it is necessary to reduce the mechanical braking force and increase the The electric braking force will also recalculate the mechanical braking deceleration assigned to ESP as a _{t1 -ark1} , and the electric braking deceleration as _{at -(a t1 -ark1 ) ;}

The updated deceleration of the mechanical brake is allocated to the vehicle body stabilization system to perform a deceleration operation, and the updated deceleration of the electric brake is allocated to the motor to perform a deceleration operation.

In this embodiment, the compound braking deceleration is obtained by calculating the product between the feedback deceleration and the compound braking distribution coefficient, and the difference between the target acceleration and deceleration and the compound braking deceleration is calculated to obtain the mechanical braking deceleration. Speed, calculate the difference between the target acceleration and deceleration and the mechanical braking deceleration, get the electric braking deceleration, based on the mechanical braking deceleration and electric braking deceleration, can effectively target the body stability system and motor The distribution of acceleration and deceleration _improves the accuracy of _adaptive cruise control when the vehicle's adaptive cruise condition is in the compound braking range. The change between a _rk0 ) and the feedback deceleration a _r can effectively update the compound braking deceleration and the mechanical braking deceleration in time, thereby further improving the accuracy of the adaptive cruise control.

Please refer to FIG. 4 , which is a structural block diagram of an adaptive cruise control system 100 according to an embodiment of the present invention. In this embodiment, each unit included in the adaptive cruise control system 100 is used to execute each step in the embodiment corresponding to FIG. 1 and FIG. 2 . For details, please refer to the related descriptions in FIG. 1 , FIG. 2 , FIG. 3 and the embodiments corresponding to FIG. 1 , FIG. 2 , and FIG. 3 . For convenience of explanation, only the parts related to this embodiment are shown. Referring to FIG. 4 , the adaptive cruise control system 100 includes: an acceleration/deceleration determination module 10, an interval determination module 11 and an acceleration/deceleration allocation module 12, wherein:

The acceleration and deceleration determination module 10 is used to obtain the relative distance between the vehicle and the target vehicle, and determine the target acceleration and deceleration according to the relative distance and the driving information of the vehicle;

The interval determination module 11 is used to determine the feedback deceleration according to the vehicle information of the own vehicle, and determine the acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, and the acceleration and deceleration interval is used to characterize the The working condition interval in which the adaptive cruise condition of the vehicle is located;

The acceleration and deceleration distribution module 12 is configured to distribute the target acceleration and deceleration to the body stability system and/or the motor in the own vehicle according to the acceleration and deceleration interval, and control the target acceleration and deceleration according to the allocated target acceleration and deceleration. The vehicle body stabilization system and/or the motor performs acceleration/deceleration control.

In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle, and according to the feedback deceleration and the target acceleration and deceleration, the acceleration and deceleration interval under the adaptive cruise condition that characterizes the vehicle can be automatically determined. The acceleration and deceleration interval under different adaptive cruise conditions can be used to allocate the target acceleration and deceleration to the body stability system and/or motor in the vehicle, so that the allocation of acceleration and deceleration of the body stability system and/or motor can be effectively adapted under different adaptive cruise conditions. demand, improving the accuracy of adaptive cruise control.

Please refer to FIG. 5. FIG. 5 is a structural block diagram of an adaptive cruise control system provided by an embodiment of the present invention. The adaptive cruise control system includes: a vehicle distance sensor 13, an adaptive cruise controller 14, a body stability system 15, a vehicle controller 16, a motor controller 17 and a motor, a battery controller 18 and a power battery. When the control system performs adaptive cruise control, it includes the following steps:

1. The adaptive cruise controller 14 calculates the target acceleration and deceleration:

During the driving process of the vehicle, the distance sensor 13 scans the preceding vehicle (target vehicle) to obtain the relative distance between the two vehicles (the relative distance between the vehicle and the target vehicle), and the electronic body stability controller obtains the vehicle speed according to the wheel speed sensor, automatically. The adaptive cruise controller 14 receives the relative distance and the vehicle speed sent by the distance sensor 13 and the electronic body stability controller, calculates the target acceleration and _deceleration at , and sends the target acceleration and _deceleration at to the vehicle controller 16 .

2. The vehicle controller 16 calculates the allowable feedback deceleration of the vehicle:

The vehicle controller 16 receives the maximum allowable charging power sent by the battery controller 18, and receives the maximum allowable feedback torque sent by the motor controller 17. At the same time, combined with the limitations of the vehicle fault response on the feedback power and feedback torque, the vehicle allowable feedback is calculated. The calculation formula used to convert the allowable feedback torque of the whole vehicle into the allowable feedback deceleration a _r of the whole vehicle, and convert the allowable feedback torque of the whole vehicle into the allowable feedback deceleration a _r of the whole vehicle is:

a _r =T/(M·R)

Wherein, T is the allowable feedback torque of the vehicle, M is the mass of the vehicle, R is the tire radius, and a _r is the feedback deceleration.

3. The vehicle controller 16 determines the acceleration/deceleration interval in which the adaptive cruise condition is located:

In the adaptive cruise mode, the vehicle controller 16 receives the target acceleration/deceleration a _t sent by the adaptive cruise controller 14, and determines the acceleration/deceleration under the adaptive cruise condition in combination with the vehicle allowable feedback deceleration a _r calculated by itself. Deceleration interval, the judgment method is as follows:

(1) If the target acceleration and deceleration a _t is greater than or equal to 0, it is determined that the adaptive cruise condition is in the acceleration range.

(2) As shown in Figure 6, for the pure mechanical braking section, if the target acceleration and deceleration a _t is less than 0 and less than or equal to the mechanical braking deceleration threshold a _m , it is determined that the adaptive cruise condition is in pure mechanical braking In the interval, preferably, the mechanical braking deceleration threshold _am is set to a small value, and when the adaptive cruise condition of the vehicle is in the pure mechanical braking interval, it is determined that emergency braking is required at this time.

When the adaptive cruise condition is in the pure mechanical braking range, if the target acceleration and deceleration a _t is greater than the difference between the mechanical braking deceleration threshold a _m minus the mechanical braking hysteresis value, the adaptive cruise condition is determined. Exit the pure mechanical braking range;

Among them, the mechanical brake hysteresis value is the mechanical brake deceleration hysteresis interval a _mh , and the adaptive cruise condition caused by the target acceleration and deceleration fluctuations around the mechanical brake deceleration threshold a _m is avoided by the hysteresis interval. The problem of bouncing in the purely mechanical braking zone and other zones also reduces the switching process of the ESP as a result.

In this embodiment, the mechanical braking deceleration threshold a _m is set to -2 m/s ² , and the mechanical braking deceleration hysteresis interval a _mh is set to -0.2 m/s ² .

(3) As shown in Figure 6, for the pure electric braking section, if the target acceleration and deceleration a _t is less than 0, and greater than the mechanical braking deceleration threshold a _m , and greater than or equal to the vehicle allowable feedback deceleration a _r and pure If the difference between the hysteresis values of the electric braking is determined, the adaptive cruise condition is judged to be in the pure electric braking range, wherein the pure electric braking hysteresis value is the pure electric braking hysteresis range a _eh .

When the adaptive cruise condition is in the pure electric braking range, if the target acceleration and deceleration a _t is greater than or equal to 0, or the target acceleration and deceleration a _t is less than the vehicle's allowable feedback deceleration a _r , or the target acceleration and deceleration is less than the mechanical braking speed When the dynamic deceleration threshold a _m is reached, it is determined that the adaptive cruise condition exits the pure electric braking zone and enters the acceleration zone, or the compound braking zone, or the purely mechanical braking zone.

The hysteresis interval is used to avoid the problem that the adaptive cruise 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, which reduces the switching process of the ESP. . Preferably, the pure electric braking hysteresis interval a _eh is set to -0.2m/s ² .

(4) As shown in Figure 6, for the compound braking section, if the target acceleration/deceleration a _t is greater than the mechanical braking deceleration threshold a _m , and the target acceleration/deceleration a _t is less than the vehicle allowable feedback deceleration a _r , It is determined that the adaptive cruise condition is in the compound braking range.

When the adaptive cruise condition is in the compound braking range, if the target acceleration and deceleration a _t is greater than or equal to the vehicle's allowable feedback deceleration minus the pure electric braking hysteresis range a _eh , it will exit the compound braking condition and enter the Pure electric braking condition.

When the adaptive cruise condition is in the compound braking range, if the target acceleration and deceleration a _t is less than the mechanical braking deceleration threshold a _m , it will exit the compound braking condition and enter the pure mechanical braking condition.

When the adaptive cruise condition is in the compound braking range, if the target acceleration and deceleration a _t is greater than or equal to 0, it will exit the compound braking condition and enter the acceleration condition.

4. The vehicle controller 16 allocates the target acceleration and deceleration according to the acceleration and deceleration interval in which the adaptive cruise condition is located:

After judging the acceleration and deceleration interval in which the adaptive cruise condition is located, the vehicle controller 16 allocates the target acceleration and deceleration of the adaptive cruise controller 14 to the motor controller 17 and the electronic body stability controller according to the set allocation principle. The allocation principles corresponding to each acceleration and deceleration interval are as follows:

(1) When the adaptive cruise condition is in the acceleration condition, the vehicle controller 16 according to the formula:

T1=M·R· _at

Convert the received target acceleration and deceleration of the adaptive cruise controller 14 into a target torque and send it to the motor controller 17. The motor controller 17 controls the motor to generate forward acceleration, where T1 represents the target torque, M represents the vehicle mass, R represents the tire radius, and a _t represents the target acceleration and deceleration.

(2) When the adaptive cruise condition is in the purely mechanical braking condition, the vehicle controller 16 sends the received target acceleration and deceleration a _t of the adaptive cruise controller 14 to the electronic body stability controller ESP, all The target acceleration and deceleration are achieved by ESP mechanical braking.

(3) When the adaptive cruise condition is in the pure electric braking condition, the vehicle controller 16 is based on the formula:

T2=M·R· _at

The received target acceleration and deceleration of the adaptive cruise controller 14 is converted into a target feedback torque T2 and sent to the motor controller 17, and the motor controller 17 controls the motor to achieve the target acceleration and deceleration to complete energy recovery.

(4) When the adaptive cruise condition is in the compound braking condition, the vehicle controller 16 multiplies the calculated allowable feedback deceleration a _r of the vehicle by the compound braking distribution coefficient k to obtain the compound braking condition Feedback deceleration _ark is allowed.

a _rk =k· _ar

Among them, the target acceleration and deceleration at is subtracted from _ark to obtain the target acceleration and deceleration of the mechanical brake. In this embodiment, the composite braking distribution coefficient _k is set to 0.85. By setting the composite braking distribution coefficient k, the electrical system can be adjusted. The dynamic range of the target acceleration and deceleration fluctuations is borne by the electric brake to bear the fluctuations of the target acceleration and deceleration within a certain range, so that the ESP only needs to maintain a constant pressure within a certain range, reducing the solenoid valve of the ESP and the number of operations of the electronic pump.

After entering the compound braking range, the target acceleration and deceleration sent to the ESP first maintain the a _{t0 -ark0} value calculated when entering the compound braking condition, at ₀ represents the target acceleration and deceleration when the compound braking is just entered, a _rk0 Indicates that the regenerative deceleration is allowed under the compound braking condition when the compound braking is just entered. At this time, the target acceleration and deceleration value assigned to the electric brake is at -(a _{t0 -ark0} ), and the _fluctuation of the target acceleration and deceleration at a certain range _is realized by the electric brake.

When the target acceleration and deceleration becomes smaller or the allowable feedback deceleration of the vehicle changes, the deceleration of the electric brake a _t -(a _{t0 -ark0} ) is greater than the allowable feedback deceleration a _r of the vehicle, and the recalculation will be assigned to The mechanical braking target acceleration and deceleration of the ESP is a _{t1 -ark1} , and the electric braking deceleration is a _t -(a _{t1 -ark1} ). When the target acceleration and deceleration a _t continues to decrease, so that _{at -(a t1 -ark1 ) is} greater than the vehicle's allowable feedback deceleration a _r , the target acceleration and deceleration of the mechanical brake and the deceleration of the electric brake will be re-adjusted again. .

When the target acceleration and deceleration a _t becomes larger, so that the target acceleration and deceleration a _t is greater than or equal to (a _{t0 -ark0} ), and the target acceleration and deceleration is greater than the mechanical braking deceleration, it is necessary to reduce the mechanical braking force and increase the electrical braking force. power. The mechanical brake deceleration assigned to ESP will also be recalculated as a _{t1 -ark1} and the electrical brake deceleration as _{at -(a t1 -ark1 ) .}

When the target acceleration and deceleration a _t is greater than or equal to the allowable feedback deceleration of the whole vehicle ( _ar -a _eh ), it will exit the compound braking condition and enter the pure electric braking condition. When the target acceleration and deceleration a _t is less than the mechanical braking deceleration threshold a _m , it will exit the compound braking condition and enter the pure mechanical braking condition. When the target acceleration and deceleration a _t is greater than or equal to 0, it will exit the compound braking condition and enter the acceleration condition.

In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle, and the acceleration/deceleration interval under the adaptive cruise condition that characterizes the vehicle can be automatically determined according to the feedback deceleration and the target acceleration and deceleration. The target acceleration and deceleration are allocated to the vehicle body stability system 15 and/or the motor in the acceleration and deceleration interval under different adaptive cruise conditions, so that the acceleration and deceleration of the body stability system 15 and/or the motor can be effectively adapted to different adaptive cruise conditions. This improves the accuracy of the adaptive cruise control. On the basis of improving the energy recovery efficiency of the electric vehicle and ensuring the driving safety, the electric braking force of the motor and the mechanical braking force of the ESP can be effectively distributed. It solves the braking force distribution under the fluctuation of the ACC target acceleration and deceleration, effectively reduces the noise problem caused by the operation of the ESP solenoid valve and the electronic pump, and improves the energy recovery efficiency of the electric brake.

FIG. 7 is a structural 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 stored in the memory 21 and executable on the processor 20, such as an adaptive cruise control method program of. When the processor 20 executes the computer program 22, the steps in each of the above-mentioned embodiments of the adaptive cruise control methods are implemented, for example, S10 to S30 shown in FIG. 1, or S21 to S24 shown in FIG. 2, or S21 to S24 shown in FIG. 3 of S31 to S32. Alternatively, when the processor 20 executes the computer program 22, the functions of each module in the embodiment corresponding to FIG. 3 are implemented, for example, the functions of the modules 10 to 12 shown in FIG. 4 , please refer to the corresponding implementation in FIG. 3 for details The relevant descriptions in the examples will not be repeated here.

Exemplarily, the computer program 22 may be divided into one or more units, and the one or more units are stored in the memory 21 and executed by the processor 20 to complete the present invention. The one or more units may be a series of computer program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the computer program 22 in the terminal device 2 . For example, the computer program 22 can be divided into an acceleration/deceleration determination module 10, an interval determination module 11 and an acceleration/deceleration allocation module 12, and the specific functions of each module are as described above.

The terminal device may include, but is not limited to, the processor 20 and the memory 21 . Those skilled in the art can understand that FIG. 7 is only an example of the terminal device 2, and does not constitute a limitation on the terminal device 2. It may include more or less components than the one shown, or combine some components, or different components For example, the terminal device may further include an input and output device, a network access device, a bus, and the like.

The so-called processor 20 may be a central processing unit (Central Processing Unit, CPU), and may also be other general-purpose processors, digital signal processors (Digital Signal Processors, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), Off-the-shelf programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and the like. 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 memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) equipped on the terminal device 2. card, flash card (Flash Card) and so on. Further, the memory 21 may also include both an internal storage unit of the terminal device 2 and an external storage device. The memory 21 is used to store the computer program and other programs and data required by the terminal device. The memory 21 can also be used to temporarily store data that has been output or will be output.

An embodiment of the present invention also provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, can realize:

Acquiring pressure information of a master brake cylinder in the target vehicle, where the pressure information includes a braking pressure and a pressure build-up duration corresponding to the braking pressure;

If the pressure information satisfies the braking condition, acquiring the braking deceleration of the target vehicle, and determining the braking type of the target vehicle according to the braking deceleration and the pressure information;

If it is determined that the braking type of the target vehicle is an emergency braking type, the brake light on the target vehicle is controlled to give an emergency braking prompt.

The above-mentioned embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: it can still be used for the foregoing implementations. The technical solutions described in the examples are modified, or some technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the within the protection scope of the present invention.

Claims (10)

1. An adaptive cruise control method, characterized in that, comprising: Obtain the relative distance between the vehicle and the target vehicle, and determine the target acceleration and deceleration according to the relative distance and the driving information of the vehicle; The feedback deceleration is determined according to the vehicle information of the own vehicle, and the acceleration and deceleration interval is determined according to the feedback deceleration and the target acceleration and deceleration, and the acceleration and deceleration interval is used to characterize the adaptive cruise operation of the own vehicle. The working condition interval in which the condition is located; The target acceleration/deceleration is allocated to the vehicle body stability system and/or motor in the own vehicle according to the acceleration/deceleration interval, and the vehicle body stability system and/or the vehicle body stability system and/or the vehicle body stability system are controlled according to the allocated target acceleration/deceleration. The described motor performs acceleration and deceleration control. 2 . The adaptive cruise control method according to claim 1 , wherein the determining an acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration includes: 2 . If the target acceleration/deceleration rate is greater than or equal to 0, it is determined that the acceleration/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, it is determined that the acceleration and deceleration interval is a purely mechanical braking interval; If the target acceleration/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, the acceleration/deceleration interval is determined to be pure Electric braking range; If the target acceleration/deceleration is greater than the mechanical braking deceleration threshold, and the target acceleration/deceleration is smaller than the feedback deceleration, it is determined that the acceleration/deceleration interval is a compound braking interval. 3 . The adaptive cruise control method according to claim 2 , wherein the target acceleration and deceleration are allocated to the vehicle body stability system and/or the motor in the own vehicle according to the acceleration and deceleration interval, and 3 . According to the allocated target acceleration and deceleration, controlling the vehicle body stability system and/or the motor to perform acceleration and deceleration control, including: If the acceleration/deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration/deceleration rate, and assigning the target acceleration torque to the motor to perform an acceleration operation; If the acceleration/deceleration interval is the purely mechanical braking interval, assigning the target acceleration/deceleration speed to the vehicle body stabilization system to perform a deceleration operation; If the acceleration/deceleration interval is the pure electric braking interval, a target deceleration torque is determined according to the target acceleration/deceleration speed, and the target deceleration torque is allocated to the motor to perform a deceleration operation. 4 . The adaptive cruise control method according to claim 2 , wherein the target acceleration and deceleration are allocated to the vehicle body stability system and/or the motor in the own vehicle according to the acceleration and deceleration interval, and the adaptive cruise control method according to claim 2 . Controlling the vehicle body stabilization system and/or the motor to perform acceleration/deceleration control according to the allocated target acceleration/deceleration, further comprising: If the acceleration/deceleration interval is the composite braking interval, calculate the product of the feedback deceleration and the composite braking distribution coefficient to obtain the composite braking deceleration, and calculate the target acceleration/deceleration and the composite braking deceleration The difference between the braking decelerations, get the mechanical braking deceleration; Calculate the difference between the target acceleration and deceleration and the mechanical braking deceleration to obtain the electrical braking deceleration, and distribute the mechanical braking deceleration to the vehicle body stabilization system to perform a deceleration operation. The electric brake deceleration is distributed to the motor to perform a deceleration operation. 5 . The adaptive cruise control method according to claim 2 , wherein after determining the acceleration/deceleration interval according to the feedback deceleration and the target acceleration/deceleration, the method further comprises: 6 . If the acceleration/deceleration interval is in the purely mechanical braking interval, and the target acceleration/deceleration is greater than the difference between the mechanical braking deceleration threshold and the mechanical braking hysteresis value, determine that the host vehicle is The adaptive cruise condition exits the purely mechanical braking range; If the acceleration/deceleration interval is in the pure electric braking interval, and the target acceleration/deceleration is greater than or equal to 0, or the target acceleration/deceleration is smaller than the feedback deceleration, or the target acceleration/deceleration is smaller than the If the mechanical braking deceleration threshold is set, it is determined that the self-adaptive cruise condition of the vehicle exits the pure electric braking range; If the acceleration/deceleration interval is in the compound braking interval, and the target acceleration/deceleration is greater than or equal to the difference between the feedback deceleration and the pure electric braking hysteresis, determine the self-adaptation of the vehicle The cruising condition exits the compound braking zone and enters the pure electric braking zone; If the acceleration/deceleration interval is in the compound braking interval, and 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 compound braking interval, and Enter the pure mechanical braking zone; If the acceleration/deceleration interval is in the compound braking interval, and the target acceleration/deceleration speed is greater than or equal to 0, it is determined that the adaptive cruise condition of the vehicle exits the compound braking interval and enters the acceleration interval . 6 . The adaptive cruise control method according to claim 4 , wherein the allocating the mechanical brake deceleration to the vehicle body stabilization system to perform a deceleration operation, and allocating the electric brake deceleration to 6 . After the motor performs the deceleration operation, it further includes: If the target acceleration/deceleration decreases or the feedback deceleration changes, and the electric braking deceleration is greater than the feedback deceleration, then according to the current target acceleration/deceleration and feedback deceleration of the vehicle, updating the compound braking deceleration and the mechanical braking deceleration; If the target acceleration/deceleration increases, and the target acceleration/deceleration is greater than or equal to the mechanical brake deceleration, the compound braking is performed according to the current target acceleration/deceleration and feedback deceleration of the vehicle. The deceleration and the mechanical brake deceleration are updated; The updated deceleration of the mechanical brake is allocated to the vehicle body stabilization system to perform a deceleration operation, and the updated deceleration of the electric brake is allocated to the motor to perform a deceleration operation. 7. The adaptive cruise control method according to any one of claims 1 to 6, wherein the determining the feedback deceleration according to the vehicle information of the own vehicle comprises: Obtain the maximum allowable charging power, maximum allowable feedback torque and vehicle fault limit power of the vehicle; Calculate the allowable feedback torque of the entire vehicle according to the maximum allowable charging power, the maximum allowable feedback torque and the vehicle fault limit power; Calculate the feedback deceleration according to the allowable feedback torque of the vehicle, the vehicle mass of the vehicle and the tire radius; The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the whole vehicle, the vehicle mass of the vehicle and the tire radius is: a _r =T/(M·R) Wherein, T is the allowable feedback torque of the vehicle, M is the mass of the vehicle, R is the tire radius, and a _r is the feedback deceleration. 8. An adaptive cruise control system, comprising: an acceleration and deceleration determination module, used to obtain the relative distance between the vehicle and the target vehicle, and determine the target acceleration and deceleration according to the relative distance and the driving information of the vehicle; The interval determination module is used to determine the feedback deceleration according to the vehicle information of the own vehicle, and determine the acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration, and the acceleration and deceleration interval is used to characterize the present The working condition interval in which the adaptive cruise condition of the vehicle is located; An acceleration and deceleration allocation module, configured to allocate the target acceleration and deceleration to the vehicle body stability system and/or motor in the own vehicle according to the acceleration and deceleration interval, and control the The vehicle body stabilization system and/or the electric motor perform acceleration/deceleration control. 9. A terminal device, comprising a memory, a processor and a computer program stored in the memory and running on the processor, characterized in that, when the processor executes the computer program, the implementation as claimed in the claims The steps of any one of 1 to 7 of the method. 10. A computer-readable storage medium storing a computer program, characterized in that, when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented .

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