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

Abstract

The present invention provides an adaptive cruise control method, system, terminal device and readable storage medium, the method comprising: 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; determining the feedback deceleration according to the vehicle information of the vehicle, and determining the acceleration and deceleration interval according to the feedback deceleration and the target acceleration and deceleration; allocating the target acceleration and deceleration to the body stability system and / or motor in the vehicle according to the acceleration and deceleration interval, and controlling the body stability system and / or motor to perform acceleration and deceleration control according to the allocated target acceleration and deceleration. The present invention allocates the target acceleration and deceleration to the body stability system and / or motor in the vehicle based on the acceleration and deceleration interval, can effectively adapt to the acceleration and deceleration allocation requirements of the body stability system and / or motor under different adaptive cruise conditions, and improves the accuracy of adaptive cruise control.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to an adaptive cruise control method, system, terminal equipment and readable storage medium. Background Art

[0002] The Adaptive Cruise Control (ACC) system is evolved from the traditional cruise control system combined with the safe distance keeping system. It uses the radar sensor located at the front of the car body to detect whether there is a vehicle ahead within the radar's visible range. When there is no vehicle ahead on the road, the ACC system will travel at a pre-set speed. Once the on-board sensor detects a vehicle ahead, the ACC system adjusts the vehicle's speed to maintain a safe following distance from the vehicle ahead. The purpose of the ACC system design is to reduce traffic accidents caused by driver's incorrect operation and improve driving safety and ride comfort.

[0003] When existing electric vehicles perform adaptive cruise control, they generally distribute acceleration or deceleration to the motor and body stability system according to the driving mode selected by the user. However, since one driving mode cannot effectively adapt to different adaptive cruise conditions, the accuracy of adaptive cruise control is low, which reduces the user experience. Summary of the invention

[0004] In view of this, embodiments of the present invention provide an adaptive cruise control method, system, terminal device and readable storage medium to solve the problem of low accuracy of the existing adaptive cruise control of electric vehicles.

[0005] A first aspect of an embodiment of the present invention provides an adaptive cruise control method, comprising:

[0006] Obtaining a relative distance between the host vehicle and a target vehicle, and determining a target acceleration / deceleration according to the relative distance and the driving information of the host vehicle;

[0007] Determine a regenerative deceleration according to the vehicle information of the host vehicle, and determine an acceleration / deceleration interval according to the regenerative deceleration and the target acceleration / deceleration, wherein the acceleration / deceleration interval is used to characterize the operating condition interval of the adaptive cruise operating condition of the host vehicle;

[0008] The target acceleration / deceleration is allocated to a vehicle body stability system and / or a motor in the host vehicle according to the acceleration / deceleration interval, and the vehicle body stability system and / or the motor are controlled to perform acceleration / deceleration control according to the allocated target acceleration / deceleration.

[0009] Further, determining the acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration includes:

[0010] If the target acceleration / deceleration speed is greater than or equal to 0, the acceleration / deceleration interval is determined to be an acceleration interval;

[0011] If the target acceleration / deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, the acceleration / deceleration interval is determined to be a pure mechanical braking interval;

[0012] 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, then the acceleration / deceleration interval is determined to be a pure electric braking interval;

[0013] If the target acceleration / deceleration is greater than the mechanical braking deceleration threshold, and the target acceleration / deceleration is less than the feedback deceleration, it is determined that the acceleration / deceleration interval is a compound braking interval.

[0014] Further, allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration, comprises:

[0015] If the acceleration / deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration / deceleration, and allocating the target acceleration torque to the motor to perform an acceleration operation;

[0016] If the acceleration / deceleration interval is the pure mechanical braking interval, the target acceleration / deceleration is allocated to the vehicle body stability system to perform a deceleration operation;

[0017] 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 distributed to the motor to perform a deceleration operation.

[0018] Further, the allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration, further includes:

[0019] If the acceleration / deceleration interval is the compound braking interval, the product of the feedback deceleration and the compound braking distribution coefficient is calculated to obtain the compound braking deceleration, and the difference between the target acceleration / deceleration and the compound braking deceleration is calculated to obtain the mechanical braking deceleration;

[0020] The difference between the target acceleration / deceleration and the mechanical brake deceleration is calculated to obtain the electric brake deceleration, and the mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the electric brake deceleration is distributed to the motor to perform a deceleration operation.

[0021] Furthermore, after determining the acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration, the method further includes:

[0022] If the acceleration / deceleration interval is in the pure 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, it is determined that the adaptive cruise operating condition of the host vehicle exits the pure mechanical braking interval;

[0023] 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 operating condition of the vehicle exits the pure electric braking interval;

[0024] 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, it is determined that the adaptive cruise operating condition of the vehicle exits the compound braking interval and enters the pure electric braking interval;

[0025] 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 operating condition of the vehicle exits the compound braking interval and enters the pure mechanical braking interval;

[0026] 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.

[0027] Furthermore, after allocating the mechanical brake deceleration to the vehicle body stabilization system to perform a deceleration operation and allocating the electric brake deceleration to the motor to perform a deceleration operation, the method further includes:

[0028] If the target acceleration / deceleration decreases or the feedback deceleration changes, and the electric braking deceleration is greater than the feedback deceleration, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and feedback deceleration of the vehicle;

[0029] If the target acceleration / deceleration increases, and the target acceleration / deceleration is greater than or equal to the mechanical braking deceleration, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and the feedback deceleration of the host vehicle;

[0030] The updated mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the updated electric brake deceleration is distributed to the motor to perform a deceleration operation.

[0031] Further, determining the feedback deceleration according to the vehicle information of the host vehicle includes:

[0032] Obtaining the maximum allowable charging power, maximum allowable regenerative torque and vehicle fault limit power of the vehicle;

[0033] Calculating the vehicle allowable regenerative torque according to the maximum allowable charging power, the maximum allowable regenerative torque and the vehicle fault limit power;

[0034] Calculating the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the vehicle;

[0035] The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the vehicle is:

[0036] a r =T / (M·R)

[0037] 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.

[0038] A second aspect of an embodiment of the present invention provides an adaptive cruise control system, comprising:

[0039] The acceleration / deceleration determination module is used to obtain the relative distance between the host vehicle and the target vehicle, and determine the target acceleration / deceleration according to the relative distance and the driving information of the host vehicle;

[0040] an interval determination module, used to determine the regenerative deceleration according to the vehicle information of the host vehicle, and determine the acceleration / deceleration interval according to the regenerative deceleration and the target acceleration / deceleration, wherein the acceleration / deceleration interval is used to characterize the operating condition interval of the adaptive cruise operating condition of the host vehicle;

[0041] The acceleration / deceleration distribution module is used to distribute the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and control the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the distributed target acceleration / deceleration.

[0042] A third aspect of an embodiment of the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the terminal device, wherein the processor implements the steps of the adaptive cruise control method provided by the first solution when executing the computer program.

[0043] A fourth aspect of an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the adaptive cruise control method provided by the first solution are implemented.

[0044] An 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 by the vehicle information of the vehicle, and the acceleration / deceleration interval under the adaptive cruise condition characterizing the vehicle can be automatically determined according to the feedback deceleration and the target acceleration / deceleration, and the target acceleration / deceleration is allocated to the body stability system and / or the motor in the vehicle based on the acceleration / deceleration interval under the adaptive cruise condition, so that the acceleration / deceleration allocation requirements of the body stability system and / or the motor under different adaptive cruise conditions can be effectively adapted, thereby improving the accuracy of the adaptive cruise control. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0046] Figure 1 is a flow chart of an implementation of an adaptive cruise control method provided by an embodiment of the present invention;

[0047] Figure 2 is a flow chart of an implementation of an adaptive cruise control method provided by another embodiment of the present invention;

[0048] Figure 3 is a flow chart of an implementation of an adaptive cruise control method provided by another embodiment of the present invention;

[0049] Figure 4 is a structural block diagram of an adaptive cruise control system provided by an embodiment of the present invention;

[0050] Figure 5 is a structural block diagram of an adaptive cruise control system provided by an embodiment of the present invention;

[0051] Figure 6is a schematic diagram of a pure mechanical braking range, a pure electric braking range and a compound braking range provided in an embodiment of the present invention;

[0052] Figure 7 It is a structural block diagram of a terminal device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0054] See also Figure 1 , Figure 1 A flowchart of an implementation of an adaptive cruise control method provided by an embodiment of the present invention is shown, including:

[0055] Step S10, obtaining a relative distance between the host vehicle and the target vehicle, and determining a target acceleration / deceleration according to the relative distance and the driving information of the host vehicle;

[0056] Among them, the adaptive cruise control method can be applied to any vehicle-mounted device, vehicle-mounted system or terminal device, etc. In this step, the vehicle's driving lane is first determined. When it is detected that the distance between any vehicle in front and the vehicle in the driving lane is less than a preset distance, the current vehicle in front is automatically determined as the target vehicle. The preset distance can be set according to needs.

[0057] In this step, the driving information includes information such as the vehicle speed and the vehicle acceleration. The relative distance is obtained by controlling the vehicle distance sensor on the vehicle body to scan the target vehicle, the vehicle speed is obtained according to the wheel speed sensor on the vehicle, and the vehicle acceleration is obtained according to the body stability system (Electronic Stability Program, ESP) on the vehicle. According to the relative distance, the vehicle speed and the vehicle acceleration, the target acceleration a is calculated. t .

[0058] Step S20, determining a feedback deceleration according to the vehicle information of the vehicle, and determining an acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration;

[0059] The acceleration / deceleration interval is used to characterize the operating range of the adaptive cruise operating condition of the vehicle. When the operating range of the adaptive cruise operating condition of the vehicle is different, the acceleration / deceleration allocated to the vehicle body stability system and / or the motor in the vehicle may be different.

[0060] Optionally, in this step, determining the feedback deceleration according to the vehicle information of the vehicle includes:

[0061] Obtaining the maximum allowable charging power, maximum allowable regenerative 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 maximum allowable regenerative torque is obtained by querying the parameters of the motor in the vehicle;

[0062] Calculating the vehicle allowable regenerative torque according to the maximum allowable charging power, the maximum allowable regenerative torque and the vehicle fault limit power;

[0063] Calculating the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the vehicle;

[0064] The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the vehicle is:

[0065] a r =T / (M·R)

[0066] Among them, T is the allowable feedback torque of the vehicle, M is the vehicle mass, R is the tire radius, and a r It is the feedback deceleration.

[0067] Step S30, allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration;

[0068] Among them, by allocating target acceleration and deceleration to the body stability system and / or motor in the vehicle through the acceleration and deceleration interval, the target acceleration and deceleration can be effectively and accurately allocated to the body stability system and / or motor based on the current adaptive cruise working condition of the vehicle, thereby preventing the acceleration and deceleration of the motor and body stability system based on the driving mode selected by the user, resulting in low accuracy of adaptive cruise control.

[0069] In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle. 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. Based on the acceleration and deceleration interval under the adaptive cruise condition, the target acceleration and deceleration is allocated to the body stability system and / or the motor in the vehicle, so that the acceleration and deceleration allocation requirements of the body stability system and / or the motor under different adaptive cruise conditions can be effectively adapted, thereby improving the accuracy of the adaptive cruise control.

[0070] See also Figure 2 , Figure 2 FIG. 1 is a flowchart of an implementation of an adaptive cruise control method provided by another embodiment of the present invention. Figure 1Embodiment, the adaptive cruise control method provided in this embodiment is used for Figure 1 Step S20 in the embodiment is further refined to include:

[0071] Step S21, if the target acceleration / deceleration speed is greater than or equal to 0, determining that the acceleration / deceleration interval is an acceleration interval;

[0072] If the target acceleration / deceleration is greater than or equal to 0, it is determined that the target vehicle is moving away from the vehicle, and the vehicle can accelerate. The acceleration / deceleration interval of the vehicle is the acceleration interval, and the adaptive cruise operating condition of the vehicle is the acceleration condition.

[0073] Step S22: if the target acceleration / deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, then the acceleration / deceleration interval is determined to be a pure mechanical braking interval;

[0074] The mechanical braking deceleration threshold can be set according to the demand. In this step, when the acceleration / deceleration interval is a pure mechanical braking interval, the adaptive cruise operating condition of the vehicle is determined to be a pure mechanical braking condition, and it is determined that the vehicle needs emergency braking;

[0075] Optionally, in this step, if the acceleration / deceleration interval is in the pure 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 it is determined that the adaptive cruise condition of the vehicle exits the pure mechanical braking interval, wherein the mechanical braking hysteresis value is the mechanical braking deceleration hysteresis interval. The hysteresis interval is used to avoid the problem of the adaptive cruise condition jumping between the pure mechanical braking interval and other intervals caused by fluctuations in the target acceleration / deceleration near the mechanical braking deceleration threshold, and also reduces the switching process caused by ESP.

[0076] 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, then the acceleration / deceleration interval is determined to be a pure electric braking interval;

[0077] Among them, the pure electric braking hysteresis value can be set according to user 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 adaptive cruise condition of the vehicle is determined to be the pure electric braking condition. In this step, the hysteresis interval is used to avoid the problem of the adaptive cruise condition jumping between the pure electric braking interval and other intervals when the target acceleration and deceleration fluctuates around the allowable feedback deceleration of the vehicle, thereby reducing the switching process caused by ESP. Preferably, the pure electric braking hysteresis interval is set to -0.2m / s 2 ;

[0078] 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, then it is determined that the adaptive cruise condition of the vehicle exits the pure electric braking interval.

[0079] 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 determining that the acceleration / deceleration interval is a compound braking interval;

[0080] Among them, when the acceleration / deceleration interval is a compound braking interval, it is determined that the adaptive cruise operating condition of the vehicle is a compound braking condition, that is, it is currently necessary to use compound braking to allocate target acceleration / deceleration to the vehicle stability system and the motor;

[0081] Optionally, in this step, 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, it is determined that the adaptive cruise condition of the vehicle exits the compound braking interval and enters the pure electric braking interval;

[0082] Furthermore, 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 control condition of the vehicle exits the compound braking interval and enters the pure mechanical braking interval;

[0083] Furthermore, 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.

[0084] Optionally, in this embodiment, for step S30, allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration, includes:

[0085] If the acceleration / deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration / deceleration, and allocating the target acceleration torque to the motor to perform an acceleration operation;

[0086] Among them, when the acceleration and deceleration interval is the acceleration interval, according to the formula:

[0087] T1=M·R·a t

[0088] The target acceleration and deceleration is converted into a target torque and sent to the motor controller, which controls the motor to generate forward acceleration. T1 represents the target torque, M represents the vehicle mass, R represents the tire radius, and a tIndicates the target acceleration and deceleration;

[0089] If the acceleration / deceleration interval is the pure mechanical braking interval, the target acceleration / deceleration is allocated to the vehicle body stability system to perform a deceleration operation;

[0090] Among them, when the acceleration / deceleration interval is a pure mechanical braking interval, the target acceleration / deceleration is sent to the vehicle stability system, and the vehicle stability system is used to perform mechanical braking to achieve deceleration;

[0091] If the acceleration / deceleration interval is the pure electric braking interval, determining a target deceleration torque according to the target acceleration / deceleration speed, and distributing the target deceleration torque to the motor to perform a deceleration operation;

[0092] Among them, when the acceleration and deceleration interval is the pure electric braking interval, according to the formula:

[0093] T2=M·R·a t

[0094] The target acceleration and deceleration is converted into a target feedback torque T2 and sent to the motor controller. The motor controller controls the motor to achieve the target acceleration and deceleration according to the target feedback torque T2 to complete energy recovery.

[0095] In this embodiment, on the basis of improving the energy recovery efficiency of the electric vehicle and ensuring driving safety, the motor electric braking force and the ESP mechanical braking force can be effectively distributed, the braking force distribution under the ACC target acceleration and deceleration fluctuations is effectively solved, the noise problem caused by the operation of the ESP solenoid valve and the electronic pump is effectively reduced, and the energy recovery efficiency of the electric brake is improved.

[0096] See also Figure 3 , Figure 3 FIG. 1 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 by this embodiment is used to further refine step S30, including:

[0097] Step S31, if the acceleration / deceleration interval is the compound braking interval, the product of the feedback deceleration and the compound braking distribution coefficient is calculated to obtain the compound braking deceleration, and the difference between the target acceleration / deceleration and the compound braking deceleration is calculated to obtain the mechanical braking deceleration;

[0098] When the acceleration / deceleration interval is a compound braking interval, the feedback deceleration is multiplied 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 .

[0099] a rk = k·a r

[0100] In this step, the target acceleration and deceleration a t Subtract a rk The mechanical brake deceleration is obtained. In this embodiment, the composite brake distribution coefficient k is set to 0.85. By setting the composite brake distribution coefficient k, the tolerance range of the electric brake to the target acceleration and deceleration fluctuation can be adjusted. By allowing the electric brake to bear the fluctuation of the target acceleration and deceleration within a certain range, the ESP only needs to maintain a constant pressure within a certain range, thereby reducing the working times of the solenoid valve and the electronic pump of the ESP.

[0101] Step S32, calculating the difference between the target acceleration / deceleration and the mechanical brake deceleration to obtain the electric brake deceleration, and allocating the mechanical brake deceleration to the vehicle body stability system to perform a deceleration operation, and allocating the electric brake deceleration to the motor to perform a deceleration operation;

[0102] Among them, after the vehicle enters the compound braking zone, the target acceleration and deceleration sent to ESP is first maintained at a calculated when entering the compound braking condition. t0 -a rk0 value, at0 represents the target acceleration / deceleration when entering compound braking, a rk0 Indicates the feedback deceleration allowed under the compound braking condition when compound braking just begins. At this time, the target acceleration and deceleration value assigned to the electric brake is a t -(a t0 -a rk0 ), target acceleration / deceleration a t Fluctuations within a certain range are achieved by electric braking;

[0103] Optionally, in this embodiment, after allocating the mechanical brake deceleration to the vehicle body stability system to perform a deceleration operation and allocating the electric brake deceleration to the motor to perform a deceleration operation, the method further includes:

[0104] If the target acceleration / deceleration decreases or the feedback deceleration changes, and the electric braking deceleration is greater than the feedback deceleration, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and feedback deceleration of the vehicle;

[0105] Among them, when the target acceleration and deceleration becomes smaller or the vehicle allows the feedback deceleration to change, the deceleration a of the electric brake t -(a t0 -a rk0 ) is greater than the feedback deceleration a r When the mechanical brake target acceleration / deceleration assigned to ESP is recalculated to a t1 -a rk1 , the electric brake deceleration is a t -(at1 -a rk1 ). When the target acceleration / deceleration is a t Continue to decrease so that a t -(a t1 -a rk1 ) is greater than the vehicle's allowable feedback deceleration a r When the mechanical brake target acceleration and deceleration and electric brake deceleration are adjusted again;

[0106] If the target acceleration / deceleration increases, and the target acceleration / deceleration is greater than or equal to the mechanical braking deceleration, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and the feedback deceleration of the host vehicle;

[0107] Among them, when the target acceleration and deceleration a t becomes larger, making the target acceleration a t Greater than or equal to (a t0 -a rk0 ), at this time, the target acceleration / deceleration is greater than the mechanical braking deceleration, and the mechanical braking force needs to be reduced and the electric braking force increased. The mechanical braking deceleration assigned to ESP will also be recalculated as a t1 -a rk1 , the electric brake deceleration is a t -(a t1 -a rk1 );

[0108] The updated mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the updated electric brake deceleration is distributed to the motor to perform a deceleration operation.

[0109] In this embodiment, the compound braking deceleration is obtained by calculating the product of the feedback deceleration and the compound braking distribution coefficient, the mechanical braking deceleration is obtained by calculating the difference between the target acceleration and deceleration and the compound braking deceleration, and the electric braking deceleration is obtained by calculating the difference between the target acceleration and deceleration and the mechanical braking deceleration. Based on the mechanical braking deceleration and the electric braking deceleration, the target acceleration and deceleration can be effectively distributed to the vehicle body stability system and the motor, thereby improving the accuracy of the adaptive cruise control when the adaptive cruise working condition of the vehicle is in the compound braking range. By detecting the target acceleration and deceleration and the deceleration a of the electric brake t -(a t0 -a rk0 ) and feedback deceleration a r The changes between them can timely and effectively update the compound braking deceleration and mechanical braking deceleration, thereby further improving the accuracy of adaptive cruise control.

[0110] See also Figure 4 , Figure 4FIG. 1 is a block diagram of an adaptive cruise control system 100 provided in an embodiment of the present invention. In this embodiment, the adaptive cruise control system 100 includes various units for executing Figure 1 , Figure 2 For details, please refer to the steps in the corresponding embodiment. Figure 1 , Figure 2 , Figure 3 as well as Figure 1 , Figure 2 , Figure 3 For the convenience of explanation, only the parts related to this embodiment are shown. Figure 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:

[0111] The acceleration / deceleration determination module 10 is used to obtain the relative distance between the host vehicle and the target vehicle, and determine the target acceleration / deceleration according to the relative distance and the driving information of the host vehicle;

[0112] An interval determination module 11 is used to determine the regenerative deceleration according to the vehicle information of the vehicle, and determine the acceleration / deceleration interval according to the regenerative deceleration and the target acceleration / deceleration, wherein the acceleration / deceleration interval is used to characterize the operating condition interval of the adaptive cruise operating condition of the vehicle;

[0113] The acceleration / deceleration distribution module 12 is used to distribute the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and control the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the distributed target acceleration / deceleration.

[0114] In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle. 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. Based on the acceleration and deceleration interval under the adaptive cruise condition, the target acceleration and deceleration is allocated to the body stability system and / or the motor in the vehicle, so that the acceleration and deceleration allocation requirements of the body stability system and / or the motor under different adaptive cruise conditions can be effectively adapted, thereby improving the accuracy of the adaptive cruise control.

[0115] See also Figure 5 , Figure 5 This 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 vehicle 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 adaptive cruise control system performs adaptive cruise control, it includes the following steps:

[0116] 1. The adaptive cruise controller 14 calculates the target acceleration and deceleration:

[0117] When the vehicle is driving, the distance sensor 13 scans the front vehicle (target vehicle) to obtain the relative distance between the two vehicles (the relative distance between the vehicle and the target vehicle), the electronic body stability controller obtains the vehicle speed according to the wheel speed sensor, and the adaptive cruise controller 14 receives the relative distance and vehicle speed sent by the distance sensor 13 and the electronic body stability controller, and calculates the target acceleration and deceleration a t , and set the target acceleration / deceleration a t Send to the vehicle controller 16.

[0118] 2. The vehicle controller 16 calculates the allowable feedback deceleration of the vehicle:

[0119] The vehicle controller 16 receives the maximum allowable charging power from the battery controller 18 and the maximum allowable regenerative torque from the motor controller 17, and calculates the allowable regenerative torque of the vehicle in combination with the restrictions on the regenerative power and regenerative torque in the vehicle fault response, and converts the allowable regenerative torque of the vehicle into the allowable regenerative deceleration a of the vehicle. r , convert the vehicle's allowable feedback torque into the vehicle's allowable feedback deceleration a r The calculation formula used is:

[0120] a r =T / (M·R)

[0121] 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.

[0122] 3. The vehicle controller 16 determines the acceleration / deceleration range of the adaptive cruise control condition:

[0123] In the adaptive cruise mode, the vehicle controller 16 receives the target acceleration and deceleration a sent by the adaptive cruise controller 14. t , combined with the vehicle's own calculated allowable feedback deceleration a r , determine the acceleration / deceleration range of the adaptive cruise condition, the determination method is as follows:

[0124] (1) If the target acceleration / deceleration is a t If it is greater than or equal to 0, it is determined that the adaptive cruise control condition is in the acceleration range.

[0125] (2) Figure 6 As shown in the figure, for the pure mechanical braking range, if the target acceleration and deceleration a t Less than 0, and less than or equal to the mechanical brake deceleration threshold a m , it is determined that the adaptive cruise condition is in the pure mechanical braking range. Preferably, the mechanical braking deceleration threshold am Set to a smaller value. When the vehicle's adaptive cruise control is in the pure mechanical braking range, it is determined that emergency braking is required.

[0126] When the adaptive cruise control is in the pure mechanical braking range, if the target acceleration / deceleration a t Greater than the mechanical brake deceleration threshold a m Subtract the difference between the mechanical brake hysteresis values ​​to determine whether the adaptive cruise condition exits the pure mechanical braking range;

[0127] Among them, the mechanical brake hysteresis value is the mechanical brake deceleration hysteresis interval a mh , through the hysteresis interval to avoid the target acceleration and deceleration at the mechanical brake deceleration threshold a m When the speed fluctuates nearby, the adaptive cruise control condition will jump between the pure mechanical braking range and other ranges, which also reduces the switching process caused by ESP.

[0128] In this embodiment, the mechanical brake deceleration threshold a m Set to -2m / s 2 , mechanical brake deceleration hysteresis interval a mh Set to -0.2m / s 2 .

[0129] (3) Figure 6 As shown in the figure, for the pure electric braking range, if the target acceleration and deceleration a t Less than 0 and greater than the mechanical brake deceleration threshold a m , and is greater than or equal to the vehicle's allowable feedback deceleration a r The difference between the pure electric braking hysteresis value and the pure electric braking hysteresis value is the pure electric braking hysteresis interval a. eh .

[0130] When the adaptive cruise control is in the pure electric braking range, if the target acceleration / deceleration a t Greater than or equal to 0, or target acceleration / deceleration a t Less than the vehicle's allowable feedback deceleration a r , or the target acceleration / deceleration is less than the mechanical brake deceleration threshold a m When the adaptive cruise control condition exits the pure electric braking range and enters the acceleration range, or the compound braking range, or the pure mechanical braking range.

[0131] The hysteresis interval is used to avoid the problem of adaptive cruise control jumping between the pure electric braking interval and other intervals when the target acceleration and deceleration fluctuates near the vehicle's allowable feedback deceleration, thereby reducing the switching process caused by ESP. eh Set to -0.2m / s2 .

[0132] (4) Figure 6 As shown in the figure, for the compound braking section, if the target acceleration and deceleration a t Greater than the mechanical brake deceleration threshold a m , and the target acceleration and deceleration a t Less than the vehicle's allowable feedback deceleration a r When , it is determined that the adaptive cruise condition is in the compound braking range.

[0133] When the adaptive cruise control is in the compound braking range, if the target acceleration / deceleration a t Greater than or equal to the vehicle's allowable feedback deceleration minus the pure electric brake hysteresis interval a eh When the brake is turned off, the vehicle will exit the compound braking state and enter the pure electric braking state.

[0134] When the adaptive cruise control is in the compound braking range, if the target acceleration / deceleration a t Less than the mechanical brake deceleration threshold a m When the compound braking condition is reached, the vehicle will enter the pure mechanical braking condition.

[0135] When the adaptive cruise control is in the compound braking range, if the target acceleration / deceleration a t When it is greater than or equal to 0, the compound braking condition will be exited and the acceleration condition will be entered.

[0136] 4. The vehicle controller 16 allocates target acceleration and deceleration according to the acceleration and deceleration interval of the adaptive cruise condition:

[0137] After the vehicle controller 16 determines the acceleration / deceleration interval of the adaptive cruise condition, it distributes the target acceleration / deceleration of the adaptive cruise controller 14 to the motor controller 17 and the electronic vehicle stability controller according to the set distribution principle. The distribution principle corresponding to each acceleration / deceleration interval is as follows:

[0138] (1) When the adaptive cruise control mode is in the acceleration mode, the vehicle controller 16 uses the formula:

[0139] T1=M·R·a t

[0140] The received target acceleration / deceleration of the adaptive cruise controller 14 is converted into a target torque and sent to the motor controller 17. The motor controller 17 controls the motor to generate forward acceleration. Wherein, T1 represents the target torque, M represents the vehicle mass, R represents the tire radius, and a represents the vehicle weight. t Indicates the target acceleration and deceleration.

[0141] (2) When the adaptive cruise control mode is in a pure mechanical braking mode, the vehicle controller 16 receives the target acceleration / deceleration a of the adaptive cruise control 14. t The signal is sent to the electronic body stability control ESP, and the target acceleration and deceleration are all achieved through ESP mechanical braking.

[0142] (3) When the adaptive cruise control mode is in the pure electric braking mode, the vehicle controller 16 uses the formula:

[0143] T2=M·R·a t

[0144] The target acceleration / deceleration received from the adaptive cruise controller 14 is converted into a target feedback torque T2 and sent to the motor controller 17 . The motor controller 17 controls the motor to achieve the target acceleration / deceleration and complete energy recovery.

[0145] (4) When the adaptive cruise control mode is in the compound braking mode, the vehicle controller 16 calculates the vehicle allowable feedback deceleration a r Multiply it by the compound braking distribution coefficient k to obtain the allowable feedback deceleration a under compound braking conditions rk .

[0146] a rk = k·a r

[0147] Among them, the target acceleration and deceleration a t Subtract a rk The target acceleration and deceleration of the mechanical brake is obtained. In this embodiment, the compound braking distribution coefficient k is set to 0.85. By setting the compound braking distribution coefficient k, the tolerance range of the electric brake to the fluctuation of the target acceleration and deceleration can be adjusted. By allowing the fluctuation of the target acceleration and deceleration within a certain range to be borne by the electric brake, the ESP only needs to maintain a constant pressure within a certain range, thereby reducing the working times of the ESP solenoid valve and the electronic pump.

[0148] After entering the compound braking zone, the target acceleration / deceleration sent to ESP is maintained at the a calculated when entering the compound braking condition. t0 -a rk0 value, at0 represents the target acceleration / deceleration when entering compound braking, a rk0 Indicates the allowed feedback deceleration under the compound braking condition when compound braking just begins. At this time, the target acceleration and deceleration value assigned to the electric brake is a t -(a t0 -a rk0 ), target acceleration / deceleration a t Fluctuations within a certain range are achieved by electric braking.

[0149] When the target acceleration / deceleration decreases or the vehicle allows the feedback deceleration to change, the electric brake deceleration a t -(a t0 -a rk0 ) is greater than the vehicle's allowable feedback deceleration a r When the mechanical brake target acceleration / deceleration assigned to ESP is recalculated to a t1 -a rk1 , the electric brake deceleration is a t -(a t1 -a rk1 ). When the target acceleration / deceleration is a t Continue to decrease so that a t -(a t1 -a rk1 ) is greater than the vehicle's allowable feedback deceleration a r When the mechanical brake target acceleration / deceleration and electric brake deceleration are adjusted again.

[0150] When the target acceleration / deceleration is a t becomes larger, making the target acceleration a t Greater than or equal to (a t0 -a rk0 ), the target acceleration / deceleration is greater than the mechanical braking deceleration, so the mechanical braking force needs to be reduced and the electric braking force needs to be increased. The mechanical braking deceleration assigned to ESP will also be recalculated as a t1 -a rk1 , the electric brake deceleration is a t -(a t1 -a rk1 ).

[0151] When the target acceleration / deceleration is a t Greater than or equal to the vehicle's allowable feedback deceleration (a r -a eh ), the compound braking condition will be exited and the pure electric braking condition will be entered. t Less than the mechanical brake deceleration threshold a m When the target acceleration / deceleration is a t When it is greater than or equal to 0, the compound braking condition will be exited and the acceleration condition will be entered.

[0152] In this embodiment, the feedback deceleration is determined by the vehicle information of the vehicle. 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. Based on the acceleration and deceleration interval under the adaptive cruise condition, the target acceleration and deceleration is allocated to the body stability system 15 and / or the motor in the vehicle, so that the acceleration and deceleration allocation requirements of the body stability system 15 and / or the motor under different adaptive cruise conditions can be effectively adapted, thereby improving the accuracy of the adaptive cruise control. In this embodiment, on the basis of improving the energy recovery efficiency of the electric vehicle and ensuring driving safety, the motor electric braking force and the ESP mechanical braking force can be effectively allocated, thereby effectively solving the braking force distribution under the fluctuation of the ACC target acceleration and deceleration, effectively reducing the noise problem caused by the operation of the ESP solenoid valve and the electronic pump, and improving the energy recovery efficiency of the electric brake.

[0153] Figure 7 FIG. 2 is a block diagram of a terminal device 2 provided in another embodiment of the present invention. Figure 7 As shown, 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 a program of an adaptive cruise control method. When the processor 20 executes the computer program 22, the steps in each embodiment of the above-mentioned adaptive cruise control method are implemented, such as Figure 1 S10 to S30 as shown, or Figure 2 S21 to S24 as shown, or Figure 3 Alternatively, the processor 20 implements the above when executing the computer program 22 Figure 3 The functions of each module in the corresponding embodiment are, for example, Figure 4 For details on the functions of modules 10 to 12, please refer to Figure 3 The relevant descriptions in the corresponding embodiments are not repeated here.

[0154] Exemplarily, the computer program 22 may be divided into one or more units, which are stored in the memory 21 and executed by the processor 20 to complete the present invention. The one or more units may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program 22 in the terminal device 2. For example, the computer program 22 may 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.

[0155] The terminal device may include, but is not limited to, a processor 20 and a memory 21. Those skilled in the art will appreciate that Figure 7It is only an example of the terminal device 2 and does not constitute a limitation of the terminal device 2. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components. For example, the terminal device may also include input and output devices, network access devices, buses, etc.

[0156] The processor 20 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0157] The memory 21 may be an internal storage unit of the terminal device 2, such as a hard disk or memory of the terminal device 2. The memory 21 may also be an external storage device of the terminal device 2, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the terminal device 2. Further, the memory 21 may also include both an internal storage unit and an external storage device of the terminal device 2. The memory 21 is used to store the computer program and other programs and data required by the terminal device. The memory 21 may also be used to temporarily store data that has been output or is to be output.

[0158] The embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the following can be achieved:

[0159] Obtaining pressure information of a brake master cylinder in a target vehicle, the pressure information including a brake pressure and a pressure building time corresponding to the brake pressure;

[0160] If the pressure information satisfies the braking condition, the braking deceleration of the target vehicle is acquired, and the braking type of the target vehicle is determined according to the braking deceleration and the pressure information;

[0161] If the determined braking type of the target vehicle is an emergency braking type, the brake lights on the target vehicle are controlled to provide an emergency braking prompt.

[0162] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. An adaptive cruise control method, characterized in that: include: Obtaining a relative distance between the host vehicle and a target vehicle, and determining a target acceleration / deceleration according to the relative distance and the driving information of the host vehicle; Determining a regenerative deceleration according to the vehicle information of the host vehicle, and determining an acceleration / deceleration interval according to the regenerative deceleration and the target acceleration / deceleration, wherein the acceleration / deceleration interval is used to characterize a working condition interval of an adaptive cruise working condition of the host vehicle. Determining the regenerative deceleration according to the vehicle information of the host vehicle includes: Obtain the maximum allowable charging power, maximum allowable regenerative torque and vehicle fault limit power of the vehicle. The vehicle allowable regenerative torque is calculated according to the maximum allowable charging power, the maximum allowable regenerative torque and the vehicle fault limit power, The feedback deceleration is calculated according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the own vehicle, The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the 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, The step of determining the acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration includes: If the target acceleration / deceleration speed is greater than or equal to 0, the acceleration / deceleration interval is determined to be an acceleration interval. If the target acceleration / deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, the acceleration / deceleration interval is determined to be a pure mechanical braking interval. If the target acceleration / deceleration is less than 0, greater than the mechanical brake deceleration threshold, and greater than or equal to the difference between the feedback deceleration and the pure electric brake hysteresis value, then the acceleration / deceleration interval is determined to be a pure electric brake interval. If the target acceleration / deceleration is greater than the mechanical braking deceleration threshold, and the target acceleration / deceleration is less than the feedback deceleration, determining that the acceleration / deceleration interval is a compound braking interval; The target acceleration / deceleration is allocated to a vehicle body stability system and / or a motor in the host vehicle according to the acceleration / deceleration interval, and the vehicle body stability system and / or the motor are controlled to perform acceleration / deceleration control according to the allocated target acceleration / deceleration.

2. The adaptive cruise control method according to claim 1, characterized in that: The method of allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration, comprises: If the acceleration / deceleration interval is the acceleration interval, determining a target acceleration torque according to the target acceleration / deceleration, and allocating the target acceleration torque to the motor to perform an acceleration operation; If the acceleration / deceleration interval is the pure mechanical braking interval, the target acceleration / deceleration is allocated to the vehicle body stability 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 distributed to the motor to perform a deceleration operation.

3. The adaptive cruise control method according to claim 1, characterized in that: The method of allocating the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and controlling the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the allocated target acceleration / deceleration, further includes: If the acceleration / deceleration interval is the compound braking interval, the product of the feedback deceleration and the compound braking distribution coefficient is calculated to obtain the compound braking deceleration, and the difference between the target acceleration / deceleration and the compound braking deceleration is calculated to obtain the mechanical braking deceleration; The difference between the target acceleration / deceleration and the mechanical brake deceleration is calculated to obtain the electric brake deceleration, and the mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the electric brake deceleration is distributed to the motor to perform a deceleration operation.

4. The adaptive cruise control method according to claim 1, characterized in that: After determining the acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration, the method further includes: If the acceleration / deceleration interval is in the pure 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, it is determined that the adaptive cruise operating condition of the host vehicle exits the pure mechanical braking interval; 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 operating condition of the vehicle exits the pure electric braking interval; 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, it is determined that the adaptive cruise operating condition of the vehicle exits the compound braking interval and enters the pure electric braking interval; 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 operating condition of the vehicle exits the compound braking interval and enters the pure mechanical braking interval; 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.

5. The adaptive cruise control method according to claim 3, characterized in that: After the mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the electric brake deceleration is distributed 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, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and feedback deceleration of the vehicle; If the target acceleration / deceleration increases, and the target acceleration / deceleration is greater than or equal to the mechanical braking deceleration, the compound braking deceleration and the mechanical braking deceleration are updated according to the current target acceleration / deceleration and the feedback deceleration of the host vehicle; The updated mechanical brake deceleration is distributed to the vehicle body stabilization system to perform a deceleration operation, and the updated electric brake deceleration is distributed to the motor to perform a deceleration operation.

6. An adaptive cruise control system, characterized in that: The adaptive cruise control system is used to execute the adaptive cruise control method according to any one of claims 1 to 5, comprising: The acceleration / deceleration determination module is used to obtain the relative distance between the host vehicle and the target vehicle, and determine the target acceleration / deceleration according to the relative distance and the driving information of the host vehicle; The interval determination module is used to determine the regenerative deceleration according to the vehicle information of the host vehicle, and determine the acceleration / deceleration interval according to the regenerative deceleration and the target acceleration / deceleration, wherein the acceleration / deceleration interval is used to characterize the operating condition interval of the adaptive cruise operating condition of the host vehicle. The determining of the regenerative deceleration according to the vehicle information of the host vehicle includes: Obtain the maximum allowable charging power, maximum allowable regenerative torque and vehicle fault limit power of the vehicle. The vehicle allowable regenerative torque is calculated according to the maximum allowable charging power, the maximum allowable regenerative torque and the vehicle fault limit power, The feedback deceleration is calculated according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the own vehicle, The calculation formula used to calculate the feedback deceleration according to the allowable feedback torque of the whole vehicle, the whole vehicle mass and the tire radius of the 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, The step of determining the acceleration / deceleration interval according to the feedback deceleration and the target acceleration / deceleration includes: If the target acceleration / deceleration speed is greater than or equal to 0, the acceleration / deceleration interval is determined to be an acceleration interval. If the target acceleration / deceleration is less than 0 and less than or equal to the mechanical braking deceleration threshold, the acceleration / deceleration interval is determined to be a pure mechanical braking interval. If the target acceleration / deceleration is less than 0, greater than the mechanical brake deceleration threshold, and greater than or equal to the difference between the feedback deceleration and the pure electric brake hysteresis value, then the acceleration / deceleration interval is determined to be a pure electric brake interval. If the target acceleration / deceleration is greater than the mechanical braking deceleration threshold, and the target acceleration / deceleration is less than the feedback deceleration, determining that the acceleration / deceleration interval is a compound braking interval; The acceleration / deceleration distribution module is used to distribute the target acceleration / deceleration to the vehicle body stability system and / or the motor in the vehicle according to the acceleration / deceleration interval, and control the vehicle body stability system and / or the motor to perform acceleration / deceleration control according to the distributed target acceleration / deceleration.

7. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 5 are implemented.

8. 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 5 are implemented.

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