Cruise vehicle speed control method and device, equipment, storage medium and program product

Abstract

The invention provides a cruise vehicle speed control method and device, equipment, a storage medium and a program product, and relates to the technical field of vehicle intelligent driving assistance. The method comprises the following steps: acquiring jth to ith state information of a current vehicle; according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith road adhesion coefficient estimated in real time, the ith maximum braking acceleration of the current vehicle is determined; calculating the ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and the ith actual vehicle speed of the current vehicle; and in the ith vehicle speed control period, the vehicle speed of the current vehicle is controlled according to the ith minimum braking distance and the state information. According to the method, the minimum braking distance is dynamically adjusted by applying the road adhesion coefficient utilization rate under different vehicle weights, the accuracy of the determined minimum braking distance is improved, and then the driving safety of the heavy commercial vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle intelligent driving assistance technology, and in particular to a cruise speed control method, device, equipment, storage medium and program product. Background Art

[0002] The Adaptive Cruise Control (ACC) system detects the position and speed of the vehicle in front through sensors in the vehicle and automatically adjusts the current vehicle speed to maintain a safe distance. This intelligent cruise control not only reduces the burden on drivers, but also improves driving safety and road traffic capacity. It is one of the important research directions of Advanced Driving Assistance System (ADAS).

[0003] In the prior art, the ACC system usually sets a preset cruising speed based on the distance between the current vehicle and the vehicle in front, and uses the estimated road adhesion coefficient to determine the maximum braking acceleration to adjust the preset cruising speed, thereby determining the minimum braking distance for safe driving.

[0004] However, for heavy commercial vehicles, simply relying on the estimated road adhesion coefficient to determine the maximum braking acceleration and then the minimum braking distance may result in the determined minimum braking distance being inaccurate, thereby increasing the risk of rear-end collisions and other accidents. Summary of the invention

[0005] The present application provides a cruise speed control method, device, equipment, storage medium and program product, which are used to dynamically adjust the minimum braking distance by using the road adhesion coefficient utilization rate under different vehicle weights, thereby improving the accuracy of the minimum braking distance determined by the ACC system, thereby effectively preventing the occurrence of rear-end collisions while improving the road traffic efficiency, and improving the driving safety of heavy commercial vehicles under various driving conditions.

[0006] In a first aspect, the present application provides a cruise speed control method, the method comprising:

[0007] Obtaining j-th to i-th state information of the current vehicle, the state information including: the distance between the current vehicle and the obstacle ahead, the actual speed of the current vehicle, the j-th to i-th state information is the state information of the current vehicle in the j-th to i-th speed control cycle, i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i;

[0008] Determine the i-th maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the current vehicle weight and the i-th road adhesion coefficient estimated in real time;

[0009] Calculate the i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual speed of the current vehicle;

[0010] In the i-th vehicle speed control cycle, the vehicle speed is controlled according to the i-th minimum braking distance and state information.

[0011] In a possible design, the speed of the current vehicle is controlled according to the i-th minimum braking distance and the state information, including:

[0012] According to the preset safety redundancy, the distance collection error of the distance sensor on the current vehicle when collecting the distance, and the i-th minimum braking distance, determine the i-th first distance threshold and the i-th second distance threshold, the first distance threshold is obtained by increasing the i-th minimum braking distance through the preset safety redundancy and the distance collection error, the first distance threshold is positively correlated with the preset safety redundancy and the distance collection error, the second distance threshold is obtained by increasing the i-th minimum braking distance through the distance collection error, and the second distance threshold is positively correlated with the distance collection error;

[0013] According to the i-th first distance threshold, the i-th second distance threshold and the state information, the preset cruising speed is adjusted to obtain the i-th target speed;

[0014] The speed of the current vehicle is controlled according to the i-th target speed.

[0015] In a possible design, the preset cruising speed is adjusted to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold and the state information, including:

[0016] When the i-th distance is greater than the i-th first distance threshold, and the j-th to i-th distances do not decrease in sequence, the preset cruising speed is used as the i-th target speed;

[0017] When the i-th distance is less than or equal to the i-th second distance threshold, and multiple consecutive estimated accelerations of the front obstacle are less than or equal to the preset acceleration, the i-th target vehicle speed and the i-th target torque are both set to 0, and the preset acceleration is negatively correlated to the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the acceleration of gravity;

[0018] Otherwise, the i-th estimated vehicle speed of the obstacle ahead is calculated according to the i-th state information and the i-1-th state information, and the preset cruising speed is adjusted to obtain the i-th target vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information.

[0019] In a possible design, the preset cruising speed is adjusted to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information, including:

[0020] When the ith distance is greater than the ith first distance threshold, and the jth to ith distances decrease in sequence, the distance difference between the ith distance and the ith first distance threshold is calculated, and the square difference between the preset cruising speed and the ith estimated speed is calculated, so as to determine the ith target speed according to the preset cruising speed, the square difference, the calculation cycle of the target speed, and the distance difference, wherein the ith target speed is positively correlated with the preset cruising speed and the distance difference, and negatively correlated with the calculation cycle and the square difference;

[0021] When the i-th distance is less than or equal to the i-th first distance threshold and the i-th distance is greater than or equal to the i-th second distance threshold, determining the i-th estimated vehicle speed as the target vehicle speed;

[0022] When the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, and the i-th target vehicle speed is the i-th estimated vehicle speed, and the j-th distance to the i-th distance decrease in sequence, or when the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the obstacle ahead is greater than 0, calculate the ratio between the i-th estimated vehicle speed and the i-th minimum braking distance, and determine the target vehicle speed based on the i-th estimated vehicle speed and the distance difference, and the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, and the ratio;

[0023] When the ith distance is less than or equal to the ith second distance threshold and the ith estimated acceleration of the front obstacle is less than or equal to 0, the ith target vehicle speed is determined according to the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change of the front obstacle. The ith target vehicle speed is positively correlated with the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change. The ith estimated speed change is the product of the sampling period of the distance and the ith estimated acceleration.

[0024] In a possible design, the i-th estimated vehicle speed of the obstacle ahead is calculated according to the i-th state information and the i-1-th state information, including:

[0025] Calculate the average vehicle speed between the ith actual vehicle speed and the i-1th actual vehicle speed, and the distance change between the ith distance and the i-1th distance;

[0026] The distance variation is calibrated according to the distance acquisition error to obtain a calibrated distance variation;

[0027] Calculate the required vehicle speed that produces a calibration distance change within a distance sampling period of the distance sensor;

[0028] The sum of the average vehicle speed and the required vehicle speed is determined as the i-th estimated vehicle speed of the obstacle ahead.

[0029] In a possible design, the i-th maximum braking acceleration of the current vehicle is determined according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the i-th road adhesion coefficient estimated in real time, including:

[0030] The product of the road adhesion coefficient utilization, the i-th road adhesion coefficient and the gravitational acceleration is determined as the i-th maximum braking acceleration. The mapping relationship between the weight and the road adhesion coefficient utilization is preset, and the weight and the road adhesion coefficient utilization are negatively correlated.

[0031] In a second aspect, the present application provides a cruise speed control device, the device comprising:

[0032] an acquisition module, used to acquire j-th to i-th state information of the current vehicle, the state information including: the distance between the current vehicle and the obstacle ahead, the actual speed of the current vehicle, the j-th to i-th state information is the state information of the current vehicle in the j-th to i-th speed control cycle, i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i;

[0033] A determination module, used to determine the i-th maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the i-th road adhesion coefficient estimated in real time;

[0034] A calculation module, used for calculating an i-th minimum braking distance of the current vehicle according to an i-th maximum braking acceleration and an i-th actual vehicle speed of the current vehicle;

[0035] The control module is used to control the speed of the current vehicle according to the i-th minimum braking distance and state information during the i-th speed control cycle.

[0036] In one possible design, the control module includes: a threshold determination module, an adjustment module, and a vehicle speed control module;

[0037] A threshold determination module, used for determining an i-th first distance threshold and an i-th second distance threshold according to a preset safety redundancy, a distance collection error of a distance sensor on a current vehicle when collecting distances, and an i-th minimum braking distance, wherein the first distance threshold is obtained by increasing the i-th minimum braking distance through the preset safety redundancy and the distance collection error, and the first distance threshold is positively correlated with the preset safety redundancy and the distance collection error, and the second distance threshold is obtained by increasing the i-th minimum braking distance through the distance collection error, and the second distance threshold is positively correlated with the distance collection error;

[0038] An adjustment module, configured to adjust the preset cruising speed to obtain an i-th target speed according to the i-th first distance threshold, the i-th second distance threshold and the state information;

[0039] The vehicle speed control module is used to control the vehicle speed of the current vehicle according to the i-th target vehicle speed.

[0040] In one possible design, the adjustment module includes: a first adjustment module, a zeroing module, and a second adjustment module;

[0041] A first adjustment module is used to use the preset cruising speed as the i-th target vehicle speed when the i-th distance is greater than the i-th first distance threshold and the j-th to i-th distances do not decrease in sequence;

[0042] a zeroing module, configured to set the i-th target vehicle speed and the i-th target torque to 0 when the i-th distance is less than or equal to the i-th second distance threshold and the consecutive multiple estimated accelerations of the front obstacle are less than or equal to the preset acceleration, wherein the preset acceleration is negatively correlated to the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the acceleration of gravity;

[0043] The second adjustment module is used to calculate the i-th estimated vehicle speed of the obstacle ahead according to the i-th state information and the i-1-th state information, and adjust the preset cruising speed to obtain the i-th target vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information.

[0044] In a possible design, the second adjustment module includes: a third adjustment module, a fourth adjustment module, a fifth adjustment module and a sixth adjustment module;

[0045] a third adjustment module, for calculating the distance difference between the i-th distance and the i-th first distance threshold value, and calculating the square difference between the preset cruising speed and the i-th estimated speed when the i-th distance is greater than the i-th first distance threshold value, and the j-th to i-th distances decrease in sequence, so as to determine the i-th target speed according to the preset cruising speed, the square difference, the calculation cycle of the target speed, and the distance difference, wherein the i-th target speed is positively correlated with the preset cruising speed and the distance difference, and negatively correlated with the calculation cycle and the square difference;

[0046] a fourth adjustment module, configured to determine the i-th estimated vehicle speed as the target vehicle speed when the i-th distance is less than or equal to the i-th first distance threshold and the i-th distance is greater than or equal to the i-th second distance threshold;

[0047] a fifth adjustment module, for calculating the ratio between the i-th estimated vehicle speed and the i-th minimum braking distance, and determining the target vehicle speed according to the i-th estimated vehicle speed and the distance difference, when the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, and the i-th target vehicle speed is the i-th estimated vehicle speed, and the j-th distance to the i-th distance decrease in sequence, or when the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the front obstacle is greater than 0; and determining the target vehicle speed according to the i-th estimated vehicle speed and the distance difference, wherein the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, and the ratio;

[0048] The sixth adjustment module is used to determine the i-th target vehicle speed according to the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change of the front obstacle when the i-th distance is less than or equal to the i-th second distance threshold and the i-th estimated acceleration of the front obstacle is less than or equal to 0, the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change, and the i-th estimated speed change is the product of the sampling period of the distance and the i-th estimated acceleration.

[0049] In a possible design, the second adjustment module further includes: an average vehicle speed calculation module, a calibration module, a required vehicle speed calculation module and a summing module;

[0050] The average vehicle speed calculation module is used to calculate the average vehicle speed between the ith actual vehicle speed and the i-1th actual vehicle speed, and the distance change between the ith distance and the i-1th distance;

[0051] A calibration module, used for calibrating the distance variation according to the distance acquisition error to obtain a calibration distance variation;

[0052] A required vehicle speed calculation module, used to calculate the required vehicle speed that generates a calibration distance change within a distance sampling period of the distance sensor;

[0053] The summation module is used to determine the sum of the average vehicle speed and the required vehicle speed as the i-th estimated vehicle speed of the obstacle ahead.

[0054] In a possible design, the determination module is also used to determine the product of the road adhesion coefficient utilization, the i-th road adhesion coefficient and the gravitational acceleration as the i-th maximum braking acceleration. The mapping relationship between the weight and the road adhesion coefficient utilization is pre-set, and the weight and the road adhesion coefficient utilization are negatively correlated.

[0055] In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0056] Memory stores computer-executable instructions;

[0057] The processor executes the computer-executable instructions stored in the memory to implement a cruise speed control method according to the first aspect of the invention.

[0058] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer execution instructions are stored. When the computer execution instructions are executed by a processor, they are used to implement a cruise speed control method according to the invention content of the first aspect.

[0059] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement a cruise speed control method according to the invention content of the first aspect.

[0060] The present application provides a cruise speed control method, device, equipment, storage medium and program product, the method comprising: first, obtaining the jth to ith state information of the current vehicle, the state information comprising: the distance between the current vehicle and the obstacle ahead, the actual speed of the current vehicle, the jth to ith state information is the state information of the current vehicle in the jth to ith speed control cycle, i is an integer greater than or equal to 2, j is an integer greater than or equal to 1 and less than i; then, determining the ith maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith road adhesion coefficient estimated in real time; then, calculating the ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and the ith actual speed of the current vehicle; finally, in the ith speed control cycle, controlling the speed of the current vehicle according to the ith minimum braking distance and the state information. The following technical effects are achieved: by using the road adhesion coefficient utilization rate under different vehicle weights to determine the maximum braking acceleration of the current vehicle, and determining the minimum braking distance based on the maximum braking acceleration, and then controlling the speed of the current vehicle based on the minimum braking distance, not only the accuracy of the determined minimum braking distance is significantly improved, but also the occurrence of rear-end collisions can be effectively prevented, thereby improving the driving safety of heavy-duty commercial vehicles under various driving conditions; by considering the influence of the rubber material of the tire on the road adhesion coefficient utilization rate under different vehicle weights, a minimum braking distance adjustment mechanism based on the current vehicle weight (the weight of the current vehicle) and different road adhesion coefficient utilization rates is introduced, so that heavy-duty commercial vehicles can effectively avoid traffic accidents caused by inaccurate minimum braking distances when they are under different vehicle weights, providing drivers with more accurate and reliable auxiliary support. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0062] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0063] Figure 1 A schematic diagram of a cruise speed control method provided in an embodiment of the present application Figure 1 ;

[0064] Figure 2 A schematic diagram of a cruise speed control method provided in an embodiment of the present application Figure 2 ;

[0065] Figure 3 A schematic diagram of the structure of a cruise speed control device provided in an embodiment of the present application;

[0066] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0067] Reference numerals:

[0068] 310 - acquisition module; 320 - determination module; 330 - calculation module; 340 - control module;

[0069] 410 - processor; 420 - memory; 430 - communication component; 440 - bus. DETAILED DESCRIPTION

[0070] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0071] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will appreciate that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0072] It should be noted that the "at..." in the embodiment of the present application can be the instant when a certain situation occurs, or can be a period of time after a certain situation occurs, and the embodiment of the present application does not specifically limit this. In addition, the cruise speed control method provided in the embodiment of the present application is only used as an example, and the cruise speed control method can also include more or less content.

[0073] The ACC system of a vehicle can usually monitor the position and speed of the vehicle in front in real time by using sensors such as ordinary radar, laser radar or camera, so as to automatically adjust the speed of the current vehicle to maintain a safe distance from the vehicle in front. This intelligent cruise control can not only reduce the operating burden of the driver, but also improve driving safety and road traffic efficiency.

[0074] In the prior art, the ACC system mainly sets the preset cruising speed based on the actual distance between the current vehicle and the vehicle in front, and determines the maximum braking acceleration based on the estimated road adhesion coefficient, and then determines the minimum braking distance for safe driving.

[0075] However, for heavy commercial vehicles, the vehicle weight usually varies greatly, and under different load conditions, the utilization rate of the road adhesion coefficient will also vary greatly with the vehicle weight. Therefore, due to the large difference in the utilization rate of the road adhesion coefficient under different actual vehicle weights, the minimum braking distance calculated solely based on the estimated road adhesion coefficient may not be accurate, thereby increasing the risk of rear-end collisions.

[0076] Based on this, the embodiment of the present application proposes a cruise speed control method, device, equipment, storage medium and program product, which can be used in the field of vehicle intelligent driving assistance technology, aiming to solve the above technical problems of the prior art. By considering the utilization rate of the road adhesion coefficient of the vehicle under different load conditions, the minimum braking distance is dynamically adjusted. That is, by using the utilization rate of the road adhesion coefficient under different vehicle weights, the maximum braking acceleration of the current vehicle is determined, and the minimum braking distance is determined according to the maximum braking acceleration, and then the speed of the current vehicle is controlled according to the minimum braking distance. For example, by using the vehicle mass sensor to obtain the current vehicle weight information, and combining with the real-time road condition data, the actual utilization rate of the road adhesion coefficient is accurately analyzed, thereby improving the accuracy of the minimum braking distance determined by the ACC system. Not only can the rear-end collision risk in the process of following the vehicle be effectively avoided, thereby effectively avoiding traffic accidents caused by improper determination of the minimum braking distance, but it also helps to improve the overall traffic efficiency of the road and enhance driving safety.

[0077] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0078] Figure 1 A schematic diagram of a cruise speed control method provided in an embodiment of the present application Figure 1 .like Figure 1 As shown, the method includes:

[0079] S101. Obtain the jth to ith status information of the current vehicle.

[0080] In the embodiment of the present application, the execution subject of a cruise speed control method can be an electronic control unit (ECU) in a vehicle, which can be a controller specially designed for the cruise speed control method, or a power control unit (PCU), an autonomous driving controller (ADC) or an advanced driver assistance system controller (ADAS Controller) in the vehicle, etc., and no specific restrictions are made here. For the convenience of subsequent description, the embodiments of the present application uniformly describe the execution subject of the cruise speed control method as a controller.

[0081] Specifically, the status information includes: the distance between the current vehicle and the obstacle ahead, the actual speed of the current vehicle, the j-th to i-th status information is the status information of the current vehicle in the j-th to i-th speed control cycle, i is an integer greater than or equal to 2, j is an integer greater than or equal to 1 and less than i, the obstacle ahead of the current vehicle usually refers to the vehicle ahead, and the speed control cycle can be specifically 2 seconds or other specific time periods, without specific restrictions here.

[0082] That is to say, during the vehicle cruising process, the controller can obtain real-time status information of the vehicle in each speed control cycle through the vehicle's high-precision map and various on-board sensors (such as speed sensors, distance sensors, and vehicle mass sensors, etc.), such as the distance between the current vehicle and the vehicle in front, the actual speed of the current vehicle, and other status information.

[0083] S102: Determine an i-th maximum braking acceleration of the current vehicle according to a utilization rate of the road adhesion coefficient corresponding to the weight of the current vehicle and an i-th road adhesion coefficient estimated in real time.

[0084] Specifically, the controller can estimate the road adhesion coefficient in each vehicle speed control cycle in real time through existing methods. The road adhesion coefficient utilization rate of heavy commercial vehicles when unloaded is usually 80%. Since tires are usually made of rubber, the friction and downforce generated by rubber tires are in a marginal decreasing relationship. Although increasing downforce will increase the total friction of the current vehicle, the friction per unit vehicle weight will decrease. Therefore, the greater the load of the current vehicle, the smaller the maximum braking acceleration of the current vehicle, resulting in a longer braking distance at the same actual vehicle speed.

[0085] The controller can obtain the current vehicle weight in real time through the vehicle mass sensor, and obtain the road adhesion coefficient utilization rate corresponding to the current vehicle weight according to the preset mapping relationship between the weight and the road adhesion coefficient utilization rate. Generally, the heavier the vehicle, the smaller the road adhesion coefficient utilization rate.

[0086] The controller can then calculate the product of the road adhesion coefficient utilization rate corresponding to the current vehicle weight and the i-th road adhesion coefficient estimated in real time, and multiply the product by a preset proportional coefficient to obtain the i-th maximum braking acceleration of the current vehicle.

[0087] S103 . Calculate the i th minimum braking distance of the current vehicle according to the i th maximum braking acceleration and the i th actual vehicle speed of the current vehicle.

[0088] Specifically, the calculation formula for the i-th minimum braking distance of the current vehicle is as follows:

[0089]

[0090] Where d is the i-th minimum braking distance of the current vehicle, is the i-th actual speed of the current vehicle, is the i-th maximum braking acceleration of the current vehicle.

[0091] S104. In the ith vehicle speed control cycle, the vehicle speed is controlled according to the ith minimum braking distance and the status information.

[0092] Specifically, after determining the i-th minimum braking distance of the current vehicle, the controller can control the speed of the current vehicle according to the i-th minimum braking distance, the distance between the current vehicle and the vehicle in front, and the actual speed of the current vehicle during the i-th speed control cycle. Thus, by improving the accuracy of the determined minimum braking distance, the occurrence of rear-end collisions can be effectively prevented while improving road traffic efficiency, thereby improving the driving safety of heavy commercial vehicles under various driving conditions.

[0093] The present embodiment provides a cruise speed control method, the method comprising: first, obtaining j-th to i-th state information of the current vehicle, the state information comprising: the distance between the current vehicle and a front obstacle, the actual speed of the current vehicle, the j-th to i-th state information being the state information of the current vehicle in the j-th to i-th speed control cycle, i being an integer greater than or equal to 2, and j being an integer greater than or equal to 1 and less than i; then, determining the i-th maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the i-th road adhesion coefficient estimated in real time; then, calculating the i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual speed of the current vehicle; finally, in the i-th speed control cycle, controlling the speed of the current vehicle according to the i-th minimum braking distance and the state information.

[0094] The following technical effects are achieved: by using the road adhesion coefficient utilization rate under different vehicle weights to determine the maximum braking acceleration of the current vehicle, and determining the minimum braking distance based on the maximum braking acceleration, and then controlling the speed of the current vehicle based on the minimum braking distance, not only the accuracy of the determined minimum braking distance is significantly improved, but also the occurrence of rear-end collisions can be effectively prevented, thereby improving the driving safety of heavy-duty commercial vehicles under various driving conditions; by considering the influence of the rubber material of the tire on the road adhesion coefficient utilization rate under different vehicle weights, a minimum braking distance adjustment mechanism based on the current vehicle weight (the weight of the current vehicle) and different road adhesion coefficient utilization rates is introduced, so that heavy-duty commercial vehicles can effectively avoid traffic accidents caused by inaccurate minimum braking distances when they are under different vehicle weights, providing drivers with more accurate and reliable auxiliary support.

[0095] Figure 2 A schematic diagram of a cruise speed control method provided in an embodiment of the present application Figure 2 In one possible example, Figure 2 As shown, in this embodiment Figure 1 Based on the embodiment, how to determine the maximum braking acceleration and how to control the speed of the current vehicle are described in detail. Figure 2 As shown, the method includes:

[0096] S201. Obtain the j-th to i-th status information of the current vehicle.

[0097] S201 is similar to S101 and will not be described in detail in this embodiment.

[0098] S202: Determine the product of the road surface adhesion coefficient utilization rate, the i-th road surface adhesion coefficient and the gravitational acceleration as the i-th maximum braking acceleration.

[0099] In the embodiment of the present application, the mapping relationship between weight and road adhesion coefficient utilization is pre-set, and there is a negative correlation between weight and road adhesion coefficient utilization, that is, the greater the current vehicle weight, the smaller the corresponding road adhesion coefficient utilization.

[0100] Specifically, the calculation formula for the i-th maximum braking acceleration is as follows:

[0101]

[0102] Among them, k is the utilization rate of the road adhesion coefficient corresponding to the current vehicle weight, is the i-th road adhesion coefficient estimated in real time, is the acceleration due to gravity.

[0103] S203: Calculate the i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle.

[0104] S203 is similar to S103 and will not be described in detail in this embodiment.

[0105] S204. In the ith vehicle speed control cycle, an ith first distance threshold and an ith second distance threshold are determined according to a preset safety redundancy, a distance acquisition error of a distance sensor on the current vehicle when acquiring the distance, and an ith minimum braking distance.

[0106] In an embodiment of the present application, the first distance threshold is obtained by increasing the i-th minimum braking distance by the preset safety redundancy and the distance acquisition error, and the first distance threshold is positively correlated with the preset safety redundancy and the distance acquisition error. The second distance threshold is obtained by increasing the i-th minimum braking distance by the distance acquisition error, and the second distance threshold is positively correlated with the distance acquisition error.

[0107] Specifically, in the i-th vehicle speed control cycle, in order to control the speed of the current vehicle according to the i-th minimum braking distance of the current vehicle, the i-th first distance threshold and the i-th second distance threshold can be determined based on the preset safety redundancy when the current vehicle brakes, the distance collection error of the distance sensor on the current vehicle when collecting the distance, and the i-th minimum braking distance. Specifically, the calculation formula of the first distance threshold is as follows:

[0108]

[0109] in, is the first distance threshold, is the distance acquisition error, To preset safety redundancy, .

[0110] The calculation formula for the second distance threshold is as follows:

[0111]

[0112] in, is the second distance threshold.

[0113] S205: When the i-th distance is greater than the i-th first distance threshold, and the j-th to i-th distances do not decrease in sequence, use the preset cruising speed as the i-th target speed.

[0114] Specifically, when the i-th distance between the current vehicle and the vehicle in front collected by the distance sensor is greater than the i-th first distance threshold, and the j-th to i-th distances remain unchanged or gradually increase (that is, the current vehicle and the vehicle in front maintain a certain distance unchanged or the current vehicle gradually moves away from the vehicle in front), the preset cruising speed of the current vehicle is used as the i-th target speed.

[0115] S206: When the i-th distance is less than or equal to the i-th second distance threshold, and multiple consecutive estimated accelerations of the front obstacle are less than or equal to the preset acceleration, setting the i-th target vehicle speed and the i-th target torque to 0.

[0116] In the embodiment of the present application, the preset acceleration is negatively correlated to the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the gravitational acceleration.

[0117] Specifically, when the ith distance between the current vehicle and the vehicle ahead collected by the distance sensor is less than or equal to the ith second distance threshold, and the multiple consecutive estimated accelerations of the vehicle ahead are less than or equal to the preset acceleration, the controller can set the ith target vehicle speed and the ith target torque to 0, so that the current vehicle can decelerate and brake as quickly as possible. At the same time, the controller can call the vehicle's auxiliary braking function or extended brake retarders (XBR) function for active braking. Specifically, the calculation formula for the preset acceleration is as follows:

[0118]

[0119] in, is the preset acceleration.

[0120] S207. Otherwise, the i-th estimated vehicle speed of the obstacle ahead is calculated according to the i-th state information and the i-1-th state information, and the preset cruising speed is adjusted to obtain the i-th target vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information.

[0121] Specifically, according to the i-th state information and the i-1-th state information, the i-th estimated vehicle speed of the obstacle ahead is calculated, which specifically includes:

[0122] First, calculate the average speed between the ith actual speed and the i-1th actual speed, and the distance change between the ith distance and the i-1th distance; then, calibrate the distance change according to the distance acquisition error to obtain the calibrated distance change; then, calculate the required speed to generate the calibrated distance change within a distance sampling cycle of the distance sensor; finally, determine the sum of the average speed and the required speed as the ith estimated speed of the obstacle ahead. Specifically, the calculation formula for the ith estimated speed of the obstacle ahead is:

[0123]

[0124] in, is the estimated speed of the i-th obstacle ahead, is the i-1th actual speed of the current vehicle, is the i-th distance between the current vehicle and the vehicle in front collected by the distance sensor, is the i-1th distance between the current vehicle and the vehicle in front collected by the distance sensor, is a distance sampling period of the distance sensor. Furthermore, to ensure the calculation accuracy, The specific value range of can be: Second.

[0125] and then, is the average speed between the ith actual speed and the i-1th actual speed, is the distance change between the i-th distance and the i-1-th distance, To calibrate the distance change, The required vehicle speed to generate the calibration distance change within one distance sampling cycle of the distance sensor.

[0126] In a possible implementation, the calculation formula for the estimated acceleration of the front obstacle may be as follows:

[0127]

[0128] in, is the estimated acceleration of the i-th obstacle in front, is the i-1th estimated vehicle speed of the obstacle ahead. Further, the controller may calculate the estimated acceleration of the obstacle ahead Smoothing filtering is performed to reduce the estimated acceleration The calculation error leads to the estimated acceleration With preset acceleration The probability of misjudgment when making size comparisons.

[0129] Further, according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information, the preset cruising speed is adjusted to obtain the i-th target vehicle speed, including:

[0130] When the ith distance is greater than the ith first distance threshold, and the jth to ith distances decrease in sequence, the distance difference between the ith distance and the ith first distance threshold is calculated, and the square difference between the preset cruising speed and the ith estimated speed is calculated, so as to determine the ith target speed according to the preset cruising speed, the square difference, the calculation cycle of the target speed, and the distance difference. The ith target speed is positively correlated with the preset cruising speed and the distance difference, and negatively correlated with the calculation cycle and the square difference. Specifically, the calculation formula for the ith target speed is:

[0131]

[0132] in, is the i-th target speed of the current vehicle, To preset the cruising speed, is the calculation cycle of the target vehicle speed. Due to the high delay and slow response of the power system of the cargo compartment and tractor of heavy commercial vehicles, the calculation cycle of the target vehicle speed is Usually longer than the distance sampling period of the distance sensor , Optionally, the calculation period of the target vehicle speed can be consistent with the vehicle speed control period. is the distance difference between the i-th distance and the i-th first distance threshold, is the square difference between the preset cruising speed and the i-th estimated speed.

[0133] Further, when the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, the i-th estimated vehicle speed is determined as the target vehicle speed. hour, .

[0134] Furthermore, when the ith distance is less than or equal to the ith first distance threshold, and the ith distance is greater than or equal to the ith second distance threshold, and the ith target speed is the ith estimated speed, and the jth distance to the ith distance decreases in sequence, or when the ith distance is less than or equal to the ith second distance threshold, and the ith estimated acceleration of the obstacle ahead is greater than 0, the ratio between the ith estimated speed and the ith minimum braking distance is calculated, and the target speed is determined based on the ith estimated speed and the distance difference, and the ith target speed is positively correlated to the ith estimated speed, the distance difference, and the ratio. That is, ,and ,and to When decreasing successively, or, ,and When , the target vehicle speed is calculated as follows:

[0135]

[0136] in, is the gain coefficient, which is the ratio between the ith estimated vehicle speed and the ith minimum braking distance. The specific calculation formula is as follows:

[0137]

[0138] Specifically, is the jth distance between the current vehicle and the vehicle in front collected by the distance sensor, where to Decreasing successively may mean that the distance between the current vehicle and the vehicle ahead gradually decreases over three consecutive distance sampling cycles, that is, .

[0139] Furthermore, when the ith distance is less than or equal to the ith second distance threshold, and the ith estimated acceleration of the obstacle ahead is less than or equal to 0, the ith target vehicle speed is determined based on the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change of the obstacle ahead. The ith target vehicle speed is positively correlated to the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change. The ith estimated speed change is the product of the sampling period of the distance and the ith estimated acceleration. That is, ,and When , the target vehicle speed is calculated as follows:

[0140]

[0141] in, is the estimated speed change of the i-th obstacle in front.

[0142] S208. Control the speed of the current vehicle according to the i-th target speed.

[0143] Specifically, after calculating the i-th target vehicle speed, during the i-th vehicle speed control cycle, the controller can control the vehicle speed of the current vehicle according to the i-th target vehicle speed to improve the driving safety of the heavy commercial vehicle.

[0144] A cruise speed control method provided in an embodiment of the present application calculates the i-th first distance threshold and the i-th second distance threshold by using preset safety redundancy and distance collection error, so that when the i-th distance between the current vehicle and the vehicle in front meets different conditions, the corresponding target acceleration is calculated to control the speed of the current vehicle according to the corresponding target speed, so that the corresponding target acceleration is finally determined by comprehensively considering the preset safety redundancy when the current vehicle is braking and the distance collection error of the distance sensor on the current vehicle when collecting the distance, thereby further improving the accuracy of the speed control of the current vehicle, thereby further improving the driving safety of heavy commercial vehicles; by smoothing and filtering the calculated estimated acceleration of the obstacle in front, the probability of misjudgment when the estimated acceleration is compared with the preset acceleration due to the calculation error of the estimated acceleration is reduced.

[0145] The embodiment of the present invention can divide the electronic device or the main control device into functional modules according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing unit. The above integrated unit can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present invention is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0146] Figure 3 This is a schematic diagram of the structure of a cruise speed control device provided in an embodiment of the present application. Figure 3 As shown, the device includes: an acquisition module 310; a determination module 320; a calculation module 330, and a control module 340.

[0147] The acquisition module 310 is used to acquire j-th to i-th state information of the current vehicle, where the state information includes: the distance between the current vehicle and the obstacle ahead, and the actual speed of the current vehicle. The j-th to i-th state information is the state information of the current vehicle in the j-th to i-th speed control cycle, where i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i.

[0148] A determination module 320, configured to determine an i-th maximum braking acceleration of the current vehicle according to a road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and an i-th road adhesion coefficient estimated in real time;

[0149] A calculation module 330, configured to calculate an i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle;

[0150] The control module 340 is used to control the speed of the current vehicle according to the i-th minimum braking distance and state information during the i-th vehicle speed control cycle.

[0151] In one possible design, the control module 340 includes: a threshold determination module, an adjustment module, and a vehicle speed control module;

[0152] A threshold determination module, used for determining an i-th first distance threshold and an i-th second distance threshold according to a preset safety redundancy, a distance collection error of a distance sensor on a current vehicle when collecting distances, and an i-th minimum braking distance, wherein the first distance threshold is obtained by increasing the i-th minimum braking distance through the preset safety redundancy and the distance collection error, and the first distance threshold is positively correlated with the preset safety redundancy and the distance collection error, and the second distance threshold is obtained by increasing the i-th minimum braking distance through the distance collection error, and the second distance threshold is positively correlated with the distance collection error;

[0153] An adjustment module, configured to adjust the preset cruising speed to obtain an i-th target speed according to the i-th first distance threshold, the i-th second distance threshold and the state information;

[0154] The vehicle speed control module is used to control the vehicle speed of the current vehicle according to the i-th target vehicle speed.

[0155] In one possible design, the adjustment module includes: a first adjustment module, a zeroing module, and a second adjustment module;

[0156] A first adjustment module is used to use the preset cruising speed as the i-th target vehicle speed when the i-th distance is greater than the i-th first distance threshold and the j-th to i-th distances do not decrease in sequence;

[0157] a zeroing module, configured to set the i-th target vehicle speed and the i-th target torque to 0 when the i-th distance is less than or equal to the i-th second distance threshold and the consecutive multiple estimated accelerations of the front obstacle are less than or equal to the preset acceleration, wherein the preset acceleration is negatively correlated to the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the acceleration of gravity;

[0158] The second adjustment module is used to calculate the i-th estimated vehicle speed of the obstacle ahead according to the i-th state information and the i-1-th state information, and adjust the preset cruising speed to obtain the i-th target vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information.

[0159] In a possible design, the second adjustment module includes: a third adjustment module, a fourth adjustment module, a fifth adjustment module and a sixth adjustment module;

[0160] a third adjustment module, for calculating the distance difference between the i-th distance and the i-th first distance threshold value, and calculating the square difference between the preset cruising speed and the i-th estimated speed when the i-th distance is greater than the i-th first distance threshold value, and the j-th to i-th distances decrease in sequence, so as to determine the i-th target speed according to the preset cruising speed, the square difference, the calculation cycle of the target speed, and the distance difference, wherein the i-th target speed is positively correlated with the preset cruising speed and the distance difference, and negatively correlated with the calculation cycle and the square difference;

[0161] a fourth adjustment module, configured to determine the i-th estimated vehicle speed as the target vehicle speed when the i-th distance is less than or equal to the i-th first distance threshold and the i-th distance is greater than or equal to the i-th second distance threshold;

[0162] a fifth adjustment module, for calculating the ratio between the i-th estimated vehicle speed and the i-th minimum braking distance, and determining the target vehicle speed according to the i-th estimated vehicle speed and the distance difference, when the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, and the i-th target vehicle speed is the i-th estimated vehicle speed, and the j-th distance to the i-th distance decrease in sequence, or when the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the front obstacle is greater than 0; and determining the target vehicle speed according to the i-th estimated vehicle speed and the distance difference, wherein the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, and the ratio;

[0163] The sixth adjustment module is used to determine the i-th target vehicle speed according to the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change of the front obstacle when the i-th distance is less than or equal to the i-th second distance threshold and the i-th estimated acceleration of the front obstacle is less than or equal to 0, the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change, and the i-th estimated speed change is the product of the sampling period of the distance and the i-th estimated acceleration.

[0164] In a possible design, the second adjustment module further includes: an average vehicle speed calculation module, a calibration module, a required vehicle speed calculation module and a summing module;

[0165] The average vehicle speed calculation module is used to calculate the average vehicle speed between the ith actual vehicle speed and the i-1th actual vehicle speed, and the distance change between the ith distance and the i-1th distance;

[0166] A calibration module, used for calibrating the distance variation according to the distance acquisition error to obtain a calibration distance variation;

[0167] A required vehicle speed calculation module, used to calculate the required vehicle speed that generates a calibration distance change within a distance sampling period of the distance sensor;

[0168] The summation module is used to determine the sum of the average vehicle speed and the required vehicle speed as the i-th estimated vehicle speed of the obstacle ahead.

[0169] In one possible design, the determination module 320 is also used to determine the product of the road adhesion coefficient utilization, the i-th road adhesion coefficient and the gravitational acceleration as the i-th maximum braking acceleration. The mapping relationship between the weight and the road adhesion coefficient utilization is pre-set, and the weight and the road adhesion coefficient utilization are negatively correlated.

[0170] A cruise speed control device provided in this embodiment can execute a cruise speed control method of the above embodiment, and its implementation principle and technical effect are similar, which will not be described in detail in this embodiment.

[0171] In the specific implementation of the aforementioned cruise speed control device, each module can be implemented as a processor, and the processor can execute computer-executable instructions stored in the memory, so that the processor executes the aforementioned cruise speed control method.

[0172] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 4 As shown, the electronic device includes: at least one processor 410 and a memory 420. The electronic device also includes a communication component 430. The processor 410, the memory 420 and the communication component 430 are connected via a bus 440.

[0173] In the specific implementation process, at least one processor 410 executes the computer execution instructions stored in the memory 420, so that at least one processor 410 executes a cruise speed control method executed by the electronic device side as above.

[0174] The specific implementation process of the processor 410 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0175] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0176] The memory may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0177] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0178] The above-mentioned functions implemented by the electronic device and the main control device introduce the scheme provided by the embodiment of the present invention. It can be understood that in order to implement the above-mentioned functions, the electronic device or the main control device includes a hardware structure and / or software module corresponding to the execution of each function. In combination with the units and algorithm steps of each example described in the embodiment disclosed in the embodiment of the present invention, the embodiment of the present invention can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the technical solution of the embodiment of the present invention.

[0179] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, it is used to implement the above cruise speed control method.

[0180] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0181] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in an electronic device or a main control device.

[0182] The present application also provides a computer program product, which includes a computer program. The computer program is stored in a readable storage medium. At least one processor of an electronic device can read the computer program from the readable storage medium. At least one processor executes the computer program so that the electronic device executes the solution provided by the above embodiment.

[0183] Those skilled in the art can understand that all or part of the steps of the above method embodiments can be completed by hardware related to program instructions. The above program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above method embodiments are executed; and the above storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0184] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments, and the above embodiments are only used to illustrate the technical solution of the present application rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A cruise speed control method, characterized in that: include: Acquire j-th to i-th state information of the current vehicle, the state information including: the distance between the current vehicle and the obstacle ahead, the actual speed of the current vehicle, the j-th to i-th state information is the state information of the current vehicle in the j-th to i-th vehicle speed control cycle, the i is an integer greater than or equal to 2, and the j is an integer greater than or equal to 1 and less than the i; Determining an i-th maximum braking acceleration of the current vehicle according to a road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and an i-th road adhesion coefficient estimated in real time; Calculating an i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle; In the i-th vehicle speed control cycle, the vehicle speed of the current vehicle is controlled according to the i-th minimum braking distance and the state information.

2. The method according to claim 1, characterized in that The controlling the speed of the current vehicle according to the i-th minimum braking distance and the state information includes: Determine an i-th first distance threshold and an i-th second distance threshold according to a preset safety redundancy, a distance acquisition error of a distance sensor on the current vehicle when acquiring the distance, and an i-th minimum braking distance, wherein the first distance threshold is obtained by increasing the i-th minimum braking distance through the preset safety redundancy and the distance acquisition error, the first distance threshold is positively correlated with the preset safety redundancy and the distance acquisition error, the second distance threshold is obtained by increasing the i-th minimum braking distance through the distance acquisition error, and the second distance threshold is positively correlated with the distance acquisition error; According to the i-th first distance threshold, the i-th second distance threshold and the state information, the preset cruising speed is adjusted to obtain the i-th target speed; The vehicle speed of the current vehicle is controlled according to the i-th target vehicle speed.

3. The method according to claim 2, characterized in that The adjusting the preset cruising speed to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold and the state information includes: When the i-th distance is greater than the i-th first distance threshold, and the j-th to i-th distances do not decrease in sequence, the preset cruising speed is used as the i-th target speed; When the i-th distance is less than or equal to the i-th second distance threshold, and the multiple consecutive estimated accelerations of the front obstacle are less than or equal to the preset acceleration, the i-th target vehicle speed and the i-th target torque are both set to 0, and the preset acceleration is negatively correlated to the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the acceleration of gravity; Otherwise, the i-th estimated vehicle speed of the front obstacle is calculated according to the i-th state information and the i-1-th state information, and the preset cruising speed is adjusted to obtain the i-th target vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information.

4. The method according to claim 3, characterized in that The adjusting the preset cruising speed to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information includes: When the ith distance is greater than the ith first distance threshold, and the jth to ith distances decrease in sequence, a distance difference between the ith distance and the ith first distance threshold is calculated, and a square difference between the preset cruising speed and the ith estimated speed is calculated, so as to determine an ith target speed according to the preset cruising speed, the square difference, a calculation period of the target speed, and the distance difference, wherein the ith target speed is positively correlated with the preset cruising speed and the distance difference, and negatively correlated with the calculation period and the square difference; When the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, determining the i-th estimated vehicle speed as the target vehicle speed; When the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, and the i-th target vehicle speed is the i-th estimated vehicle speed, and the j-th distance to the i-th distance decrease in sequence, or when the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the front obstacle is greater than 0, calculate the ratio between the i-th estimated vehicle speed and the i-th minimum braking distance, and determine the target vehicle speed based on the i-th estimated vehicle speed and the distance difference, the i-th target vehicle speed being positively correlated to the i-th estimated vehicle speed, the distance difference, and the ratio; When the i-th distance is less than or equal to the i-th second distance threshold and the i-th estimated acceleration of the front obstacle is less than or equal to 0, the i-th target vehicle speed is determined according to the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change of the front obstacle, the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, the ratio, and the i-th estimated speed change, and the i-th estimated speed change is the product of the sampling period of the distance and the i-th estimated acceleration.

5. The method according to claim 3, characterized in that: The step of calculating the i-th estimated vehicle speed of the obstacle ahead according to the i-th state information and the i-1-th state information includes: Calculate the average vehicle speed between the ith actual vehicle speed and the i-1th actual vehicle speed, and the distance change between the ith distance and the i-1th distance; Calibrate the distance variation according to the distance acquisition error to obtain a calibrated distance variation; Calculating the required vehicle speed to generate the calibration distance variation within a distance sampling period of the distance sensor; The sum of the average vehicle speed and the required vehicle speed is determined as the i-th estimated vehicle speed of the front obstacle.

6. The method according to any one of claims 1 to 5, characterized in that The determining, according to the utilization rate of the road adhesion coefficient corresponding to the weight of the current vehicle and the i-th road adhesion coefficient estimated in real time, the i-th maximum braking acceleration of the current vehicle comprises: The product of the road adhesion coefficient utilization, the i-th road adhesion coefficient and the gravitational acceleration is determined as the i-th maximum braking acceleration. The mapping relationship between the weight and the road adhesion coefficient utilization is preset, and the weight and the road adhesion coefficient utilization are negatively correlated.

7. A cruise speed control device, characterized in that: The device comprises: an acquisition module, configured to acquire j-th to i-th state information of the current vehicle, the state information including: a distance between the current vehicle and a front obstacle, an actual vehicle speed of the current vehicle, the j-th to i-th state information being state information of the current vehicle in the j-th to i-th vehicle speed control cycles, the i being an integer greater than or equal to 2, and the j being an integer greater than or equal to 1 and less than the i; A determination module, configured to determine an i-th maximum braking acceleration of the current vehicle according to a road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and an i-th road adhesion coefficient estimated in real time; a calculation module, configured to calculate an i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle; The control module is used to control the speed of the current vehicle according to the i-th minimum braking distance and the state information during the i-th vehicle speed control cycle.

8. An electronic device, characterized in that: include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the cruise speed control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the cruise speed control method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the cruise speed control method according to any one of claims 1 to 6 is implemented.

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