A cruise mode switching method, device, apparatus and storage medium

Abstract

This application relates to a cruise mode switching method, apparatus, device, and storage medium. The cruise mode switching method includes: receiving a cruise command to activate a cruise mode while the vehicle is in motion, wherein the cruise mode includes a first mode and a second mode, with the second mode having a higher cruise level than the first mode; upon first receiving the cruise command, if it is determined that the vehicle does not have a first suppression condition, then the first mode is activated, wherein the first suppression condition is a condition used to prevent the activation of the first mode; upon receiving the cruise command again, if it is determined that the vehicle does not have a second suppression condition, then the vehicle switches to the second mode; if it is determined that the vehicle has a second suppression condition, then the first mode is maintained, wherein the second suppression condition is a condition used to prevent the activation of the second mode. By employing the cruise mode switching method provided in this application, the problem of low cruise efficiency in the prior art can be improved.

Description

Technical Field

[0001] This application relates to the field of automotive automatic control technology, and in particular to a cruise mode switching method, device, equipment, and storage medium. Background Technology

[0002] With the development of autonomous driving technology, more and more cars are equipped with Advanced Driver Assistance Systems (ADAS) to achieve autonomous driving functions. Among them, ADAS systems can realize multiple cruise modes.

[0003] Users can manually select a cruise mode that suits their current driving conditions.

[0004] However, when a user selects a cruise control mode that is incompatible with the current driving conditions, the car cannot activate either the selected cruise control mode or other cruise control modes, thus significantly reducing cruise control efficiency. Therefore, the existing technology still suffers from the problem of low cruise control efficiency. Summary of the Invention

[0005] Based on this, this application provides a cruise mode switching method, apparatus, device, and storage medium to improve the problem of low cruise efficiency in the prior art.

[0006] In a first aspect, this application provides a cruise mode switching method, which includes: receiving a cruise command to activate a cruise mode while the vehicle is in motion, wherein the cruise mode includes a first mode and a second mode, and the cruise level of the second mode is higher than that of the first mode; upon first receiving the cruise command, if it is determined that the vehicle does not have a first suppression condition, then activating the first mode, wherein the first suppression condition is a condition used to suppress the activation of the first mode; upon receiving the cruise command again, if it is determined that the vehicle does not have a second suppression condition, then switching to the second mode; if it is determined that the vehicle has a second suppression condition, then maintaining the first mode, wherein the second suppression condition is a condition used to suppress the activation of the second mode.

[0007] In conjunction with the first aspect, in the first possible implementation of the first aspect, the type of the second inhibition condition includes a recoverable type and an unrecoverable type; after the step of maintaining the first mode if it is determined that the second inhibition condition exists in the vehicle, the method further includes: if the type of the second inhibition condition existing in the vehicle is recoverable, then continuously monitoring until the vehicle releases the second inhibition condition, and then switching to the second mode; if the type of the second inhibition condition existing in the vehicle is unrecoverable, then maintaining the first mode.

[0008] In conjunction with the first possible implementation of the first aspect, in the second possible implementation of the first aspect, the step of continuously monitoring until the vehicle releases the second inhibition condition and switching to the second mode includes: continuously monitoring the driving situation of the vehicle for a first preset time period; if the vehicle releases the second inhibition condition within the first preset time period, then switching to the second mode, otherwise maintaining the first mode.

[0009] In conjunction with the first possible implementation of the first aspect, in the third possible implementation of the first aspect, the second mode described above is integrated adaptive cruise control; the second suppression condition of the recoverable type includes: steering wheel torque is greater than preset torque, lane line width is outside the preset width, lane line curve radius is greater than preset radius, lane lines on both sides are lost, lane lines on one side are lost by a distance greater than preset distance, turn signal is off, tires are on the lane line, camera is blocked, steering wheel angular rate is greater than preset angular rate, and accelerator pedal opening and closing rate is greater than preset opening and closing rate.

[0010] In conjunction with the first possible implementation of the first aspect, in the fourth possible implementation of the first aspect, the second mode is integrated adaptive cruise control; the second suppression condition of the type of non-recoverable includes at least one of the following: the windshield wipers are in high speed, the yaw rate of the vehicle is greater than a preset value, and the electric power steering system of the vehicle is not activated.

[0011] In conjunction with the first aspect, in the fifth possible implementation of the first aspect, after activating the first mode, the method further includes: continuously monitoring the cruise command for a second preset duration; if the cruise command is detected within the second preset duration, then determining that the cruise command has been received again.

[0012] In conjunction with the first aspect, in the sixth possible implementation of the first aspect, the first mode is an adaptive cruise control mode; the first suppression condition includes at least one of the following: the vehicle electronic stability system is not activated, the anti-lock braking system is not activated, the hill descent control system is not activated, the traction control system is not activated, the vehicle driving dynamic control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or, the vehicle is in at least one of the following states: slipping, high speed, braking, and limp.

[0013] Secondly, this application provides a cruise mode switching device, which includes: a receiving unit for receiving a cruise command to activate a cruise mode during vehicle operation, wherein the cruise mode includes a first mode and a second mode, and the second mode has a higher cruise level than the first mode; an activation unit for activating the first mode when the cruise command is received for the first time, if it is determined that the vehicle does not have a first suppression condition, wherein the first suppression condition is a condition for suppressing the activation of the first mode; and a switching unit for switching to the second mode when the cruise command is received again, if it is determined that the vehicle does not have a second suppression condition; and maintaining the first mode if it is determined that the vehicle has a second suppression condition, wherein the second suppression condition is a condition for suppressing the activation of the second mode.

[0014] In conjunction with the second aspect, in the first possible implementation of the second aspect, the type of the second suppression condition includes a recoverable type and an unrecoverable type; the switching unit is further configured to: if the type of the second suppression condition present in the vehicle is a recoverable type, then continuously monitor until the vehicle releases the second suppression condition, and switch to the second mode; if the type of the second suppression condition present in the vehicle is an unrecoverable type, then maintain the first mode.

[0015] In conjunction with the first possible implementation of the second aspect, in the second possible implementation of the second aspect, the switching unit is further configured to: continuously monitor the driving status of the vehicle within a first preset duration; if the second inhibition condition of the vehicle is detected to be lifted within the first preset duration, switch to the second mode, otherwise maintain the first mode.

[0016] In conjunction with the first possible implementation of the second aspect, in the third possible implementation of the second aspect, the second mode is integrated adaptive cruise control; the second suppression condition of the recoverable type includes: steering wheel torque is greater than preset torque, lane line width is outside the preset width, lane line curve radius is greater than preset radius, lane lines on both sides are lost, lane lines on one side are lost by a distance greater than preset distance, turn signal is off, tires are on the line, camera is blocked, steering wheel angle rate is greater than preset angle rate, and accelerator pedal opening and closing rate is greater than preset opening and closing rate.

[0017] In conjunction with the first possible implementation of the second aspect, in the fourth possible implementation of the second aspect, the second mode is integrated adaptive cruise control; the second suppression condition of the type of non-recoverable includes at least one of the following: the windshield wipers are in high speed, the yaw rate of the vehicle is greater than a preset value, and the electric power steering system of the vehicle is not activated.

[0018] In conjunction with the second aspect, in the fifth possible implementation of the second aspect, the receiving unit is specifically used to: continuously monitor the cruise command within a second preset time period; if a cruise command is detected within the second preset time period, then determine that a cruise command has been received again.

[0019] In conjunction with the second aspect, in the sixth possible implementation of the second aspect, the first mode is an adaptive cruise control mode; the first suppression condition includes at least one of the following: the vehicle electronic stability system is not activated, the anti-lock braking system is not activated, the hill descent control system is not activated, the traction control system is not activated, the vehicle driving dynamic control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or, the vehicle is in at least one of the following states: slipping, high speed, braking, and limp.

[0020] Thirdly, this application also provides a cruise mode switching device, which includes a processor, a transceiver, and a memory, the processor, transceiver, and memory being connected via a bus; the processor is used to execute multiple instructions; the transceiver is used to interact with other devices; and the memory is used to store multiple instructions, the instructions being adapted to be loaded by the processor and executed as a cruise mode switching method as described in the first aspect or any embodiment of the first aspect.

[0021] Fourthly, this application also provides a computer-readable storage medium storing a plurality of instructions adapted for loading by a processor and executing a cruise mode switching method as described in the first aspect or any embodiment of the first aspect.

[0022] In summary, this application provides a cruise mode switching method, apparatus, device, and storage medium. The cruise mode switching apparatus, upon receiving a cruise command for the first time, first determines whether to activate a lower-level first mode. Then, after entering the first mode and receiving another cruise command, it determines whether to activate a higher-level second mode. If so, it switches from the first mode to the second mode; otherwise, it remains in the first mode. Therefore, even if the user selects a second mode that is unsuitable for the current driving situation, the car will not be unable to activate either the second or first mode. Thus, this application can improve the problem of low cruise efficiency in the prior art. Attached Figure Description

[0023] Figure 1 This is an application scenario diagram of the cruise mode switching method in one embodiment;

[0024] Figure 2 This is a flowchart illustrating a cruise mode switching method in one embodiment;

[0025] Figure 3 A schematic block diagram of a cruise mode switching device;

[0026] Figure 4 This is a structural block diagram of a cruise mode switching device. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0028] Since the embodiments of this application involve a relatively large number of technical terms, for ease of understanding, the relevant terms and concepts that may be involved in the embodiments of this application will be introduced below.

[0029] 1. Adaptive Cruise Control (ACC) and Integrated Adaptive Cruise Control (IACC)

[0030] Cruise control is a way for cars to maintain a constant speed automatically using electronic control technology. It can lock the vehicle speed according to the user's needs, allowing the car to maintain a relatively stable speed without pressing the accelerator pedal, and drive automatically and safely within the lane or following the trajectory of the target vehicle ahead.

[0031] Cruise control can be implemented by Advanced Driver Assistance Systems (ADAS), which can include cruise modes such as ACC and IACC. ACC is equivalent to Level 1 autonomous driving, enabling longitudinal control of the vehicle. In ACC mode, the user does not need to operate the accelerator or brake. IACC is equivalent to Level 2 autonomous driving, enabling lateral and longitudinal control of the vehicle. In IACC mode, the user does not need to operate the accelerator, brake, or steering wheel.

[0032] The specific cruise control mode to use depends on the driving conditions. Activating IACC (Integrated Adaptive Cruise Control) faces more restrictions than activating ACC (Adaptive Cruise Control). This is because IACC can perform both longitudinal and lateral control functions, thus its limitations are more pronounced than those of ACC. Longitudinal control refers to maintaining a relatively stable speed and a safe distance from adjacent vehicles by controlling the car's speed. Lateral control refers to keeping the car centered in the lane by controlling its steering and speed.

[0033] 2. Other automotive electronic control systems involved in this application

[0034] Automotive electronic control systems refer to systems installed in automobiles to collect vehicle information and execute corresponding actions based on that information or user instructions to achieve a predetermined function, such as ADAS (Advanced Driver Assistance Systems). The automotive electronic control systems discussed in this application mainly include other automotive electronic control systems that can assist in the normal operation of ACC (Adaptive Cruise Control) and IACC (Independent Adaptive Cruise Control). The following sections will describe these other automotive electronic control systems:

[0035] Electronic Stability Program (ESP), also known as Electronic Stability Control (ESC), aims to improve vehicle handling while effectively preventing loss of control when the car reaches its dynamic limits. ESP can detect the car's yaw rate and determine whether the car is in a non-rolling, non-high-speed, or non-braking state.

[0036] Antilock Braking System (ABS), also known as Electronic Anti-lock Braking System, is used to prevent the tires from locking up during emergency braking. This allows the car to regain steering control while receiving braking force, preventing it from sliding in a straight line due to wheel lockup and potentially causing a rear-end collision or other impact.

[0037] Hill Descent Control (HDC), also known as a slope control system, allows a car to smoothly descend steep slopes at a slightly faster speed than normal without the user needing to apply the brakes or accelerator. This is achieved by automatically controlling each wheel.

[0038] Traction Control System (TCS), also known as Tracking Control System, determines whether the drive wheels are slipping based on the rotation speed of the drive wheels and the transmission wheels. When the former is greater than the latter, it suppresses the rotation speed of the drive wheels.

[0039] The Vehicle Running Dynamic Control System (VDC) can work in conjunction with systems such as ABS and TCS to actively control the dynamic performance of a vehicle. By controlling the rotational speed of the four wheels, it changes the vehicle's posture while driving, allowing the vehicle to travel along the optimal driving path even when it is not traveling in a straight line, thereby improving vehicle stability and safety on slippery roads or when cornering.

[0040] The Automatic Emergency Braking (AEB) system actively brakes the vehicle when it encounters a sudden dangerous situation or when the distance to the vehicle in front or pedestrians is less than a safe distance, in order to avoid or reduce the occurrence of rear-end collisions and other accidents, thereby improving driving safety.

[0041] The Controller Deceleration Parking (CDP) system decelerates the vehicle to a standstill according to the user's requirements.

[0042] The Auto Vehicle Hold (AVH) system enables the vehicle to automatically brake when parked, without requiring the user to manually apply the brakes or frequently switch between drive and park gears.

[0043] Electric power steering (EPS) is a power steering system that relies on an electric motor to provide auxiliary torque. EPS can detect the steering wheel's direction and torque, and based on the detection results, send commands to the electric motor controller to generate auxiliary power.

[0044] The Vehicle Control Unit (VCU) is the central control unit of a vehicle, controlling the operation of other electronic devices and serving as the core of the entire control system. The VCU can collect accelerator pedal signals to determine if the vehicle is in a non-high-speed state (e.g., detecting a speed less than 150 km / h indicates a non-high-speed state), brake pedal signals to determine if the vehicle is in a non-braking state (e.g., detecting the pedal being depressed indicates a non-braking state), and can also determine if the vehicle is in a limp-riding state.

[0045] It should be noted that the cruise mode switching device or equipment mentioned below in this application may include, but is not limited to, dedicated cruise mode switching devices / equipment, Advanced Driver Assistance Systems (ADAS), Electronic Control Units (ECUs), etc., which will not be elaborated here. The processor may include, but is not limited to, a central processing unit (CPU), a general-purpose processor, a coprocessor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It should be noted that the server, cruise mode switching device, and ECU all include processors, which can implement the cruise mode switching method described in this application. For example, the processor in the cruise mode switching device can activate a first mode or a second mode, etc., which will not be elaborated here.

[0046] It should also be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show components related to the present invention and are not drawn according to the actual number, shape, and size of the components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex. The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modification to the structure, change in the proportional relationship, or adjustment of the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention. Furthermore, the orientations or positional relationships indicated by terms such as "upper," "lower," "left," "right," "middle," "longitudinal," "lateral," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification are based on the orientations or positional relationships shown in the accompanying drawings and are only for the purpose of simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the present invention. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] Currently, when users select a cruise control mode, they may choose one that is unsuitable for the current driving conditions. This can prevent the car from activating either the selected cruise control mode or another. Driving conditions include vehicle operating conditions, weather, and road conditions. Taking the two cruise control modes of automated driving assistance systems (AGIs) – Adaptive Cruise Control (ACC) and Integrated Adaptive Cruise Control (IACC) – as an example: if there are conditions that restrict IACC from activating but not ACC, and the user selects IACC, the car will be unable to activate either IACC or ACC. Therefore, existing technologies still suffer from low cruise control efficiency.

[0048] To address this issue, this application proposes a cruise mode switching method. This method, through a cruise mode switching device, actively selects a cruise mode suitable for the current driving conditions when the user selects a mode that is unsuitable, thereby improving the low cruise efficiency in existing technologies. Specifically, as... Figure 1As shown in the application scenario diagram, the cruise mode switching method of this application is mainly applied to automobiles, and the method is implemented by the cruise mode switching device (or cruise mode switching equipment) 120 on the automobile 110. The method will now be described using the cruise mode switching device as the executing entity.

[0049] In one feasible embodiment, the cruise mode switching device receives a cruise command to activate a cruise mode while the vehicle is in motion. The cruise mode includes a first mode and a second mode, wherein the cruise level of the second mode is higher than that of the first mode. Upon receiving the cruise command for the first time, if it is determined that the vehicle does not have a first inhibition condition, the first mode is activated, wherein the first inhibition condition is a condition used to inhibit the activation of the first mode. Upon receiving the cruise command again, if it is determined that the vehicle does not have a second inhibition condition, the device switches to the second mode; if it is determined that the vehicle has a second inhibition condition, the device maintains the first mode, wherein the second inhibition condition is a condition used to inhibit the activation of the second mode.

[0050] To better understand the implementation process of the above-described feasible methods, such as Figure 2 As shown in the flowchart, this application provides an embodiment of a cruise mode switching method. Next, this application will describe the cruise mode switching method provided in this embodiment, using a cruise mode switching device as the execution subject. Specifically:

[0051] 201: Receives a cruise control command to activate cruise control mode while the car is in motion.

[0052] The aforementioned cruise control modes include a first mode and a second mode, with the second mode having a higher cruise control level than the first mode. This higher cruise control level means that the second mode includes all the functions of the first mode, and the activation conditions for the second mode are stricter than those for the first mode. When the second mode can be activated, the first mode can also be activated; for example, the first mode could be ACC (Adaptive Cruise Control), and the second mode could be IACC (Independent Adaptive Cruise Control). The cruise control mode switching device receives and monitors data sent by the user or other devices during vehicle operation, such as cruise commands sent by the user to activate the cruise control mode. These cruise commands can be sent by the user by moving a lever or pressing a button. When the cruise control mode switching device receives such a command, it indicates that the user has requested to activate the cruise control mode. Furthermore, to determine the specific cruise control mode to be activated, the cruise control mode switching device determines whether the user has requested to activate the first or second mode based on the number of times the cruise command is received. Specifically, if one cruise command is received, it is determined that the user has requested to activate the first mode; if two cruise commands are received, it is determined that the user has requested to activate the second mode.

[0053] It should be noted that, in order to determine whether the car is in motion, the cruise control switching device can detect one or more of the following: whether the car is in a ready state; whether the car's speed is greater than a preset speed (e.g., 5 km / h); whether the driver's seatbelt is fastened; whether the handbrake is released; whether the gear is in drive; whether the driver's door is closed; whether the vehicle is rolling; whether APA is engaged; and whether AVH is engaged. For example, if the result of each of the aforementioned tests is "yes", then it is determined that the car is in motion.

[0054] 202: Upon receiving the cruise command for the first time, if it is determined that the vehicle does not have the first inhibition condition, the first mode is activated.

[0055] The cruise mode switching device, upon receiving a cruise command for the first time, first determines whether a first inhibition condition exists in the vehicle. If no first inhibition condition exists, the first mode is activated; otherwise, the first mode is not entered. Furthermore, if the same cruise command is received again subsequently, the device does not determine whether to enter the second mode. Regardless of whether the cruise command is received again, the cruise mode switching device will control the vehicle to first activate the first mode, ensuring that even if the second mode cannot be entered later, the first mode remains active and the vehicle does not completely exit cruise mode. The first inhibition condition is a condition used to prevent the activation of the first mode, such as the electronic stability system not being activated or the vehicle being in a rolling state.

[0056] 203: Upon receiving a cruise control command again, if it is determined that the vehicle does not have a second inhibition condition, switch to the second mode; if it is determined that the vehicle has a second inhibition condition, maintain the first mode.

[0057] After activating the first mode, the cruise control continuously monitors the cruise commands sent by the user. If the same command is received again, it determines whether a second suppression condition exists. If no second suppression condition exists, the system switches from the first mode to the second mode. If no cruise command is detected, or if the second suppression condition exists when the command is received again, the system remains in the first mode. This ensures that even if the user selects the second mode, which is not suitable for the current driving situation, the cruise control will not completely exit, but will continue to operate in the first mode, which is at a lower level than the second mode. The second suppression condition is used to prevent the second mode from being activated, such as steering wheel torque exceeding a preset torque or heavy rain.

[0058] Based on the description of steps 201 to 203 above, it can be seen that the cruise mode switching method provided by this application, according to the relative levels of the first mode and the second mode, can first activate the first mode when a cruise command is received for the first time, and then activate the second mode when a cruise command is received again. This ensures that even if the second mode fails to activate, the first mode can still be maintained, thereby improving cruise efficiency and addressing the problem of low cruise efficiency in the prior art.

[0059] In another possible implementation, the type of the second inhibition condition includes recoverable and non-recoverable types; after maintaining the first mode in step 203, the method further includes: if the type of the second inhibition condition of the car is recoverable, then continue monitoring until the car releases the second inhibition condition, and then switch to the second mode; if the type of the second inhibition condition of the car is non-recoverable, then maintain the first mode.

[0060] To further improve cruise efficiency, this implementation method categorizes the second suppression conditions into recoverable and non-recoverable types. Recoverable second suppression conditions have a relatively minor restrictive effect on activating the second mode, and the vehicle can easily release these conditions within a short time. Examples of recoverable second suppression conditions include steering wheel torque exceeding a preset torque and lane line width exceeding a preset width. Non-recoverable second suppression conditions have a significant restrictive effect on activating the second mode, and the vehicle finds it difficult to release these conditions within a short time. Examples of non-recoverable second suppression conditions include windshield wipers being in high gear (in heavy rain).

[0061] Specifically, the cruise control mode switching device categorizes the second suppression condition based on whether it is reversible or non-reversible. There are two scenarios: In the first scenario, when the second suppression condition is reversible, although switching to the second mode fails, the cruise control will continue to monitor the reversible second suppression condition while maintaining the first mode. It will switch from the first mode to the second mode only when it detects that the reversible second suppression condition has been resolved. In the second scenario, when the second suppression condition is non-reversible, the cruise control does not need to continue monitoring regardless of whether the second suppression condition is subsequently resolved, and it will continue to maintain the first mode.

[0062] For example, if the car receives a cruise control command again and the steering wheel torque is 5 Nm, then there is a recoverable second suppression condition, i.e., "steering wheel torque greater than 1.5 Nm," which causes the second mode to fail to start. In this case, the first mode is maintained, and the recoverable second suppression condition is continuously monitored until the car releases the recoverable second suppression condition, i.e., the steering wheel torque is less than or equal to 1.5 Nm, at which point the car switches from the first mode to the second mode. If the car receives a cruise control command again and the windshield wipers are in high gear, then there is a non-recoverable second suppression condition, which causes the second mode to fail to start. In this case, the first mode is maintained, and there is no need to continuously monitor the car's driving situation.

[0063] As can be seen, the cruise mode switching device in the feasible method distinguishes between whether the second suppression condition of the car is recoverable or non-recoverable, and continuously monitors the car's driving situation when the second suppression condition is recoverable. When the car releases the second suppression condition of the recoverable type, it restarts the second mode, thereby activating the second mode as much as possible and further improving cruise efficiency.

[0064] Furthermore, in conjunction with the aforementioned feasible methods, this application also proposes an feasible method, namely, the step of continuously monitoring until the vehicle releases the second inhibition condition and then switching to the second mode includes: continuously monitoring the driving situation of the vehicle for a first preset time period; if the vehicle releases the second inhibition condition within the first preset time period, then switching to the second mode, otherwise maintaining the first mode.

[0065] The proposed implementation method is a further improvement upon the aforementioned feasible method. Specifically, when the cruise mode switching device continuously monitors the vehicle's driving status, this monitoring duration is not indefinite. The cruise mode switching device continuously monitors the vehicle for a first preset duration after receiving the cruise command again. If the vehicle detects that the second suppression condition of type recoverable has been lifted within the first preset duration, it switches to the second mode; otherwise, it maintains the first mode. It should be noted that the first preset time and the second preset time mentioned later can be any positive number preset, for example, the first preset time could be 60 seconds and the second preset time could be 500 milliseconds. "First" and "second" are only used to distinguish the two preset times and do not imply any other meaning. The first preset time and the second preset time can be the same or different.

[0066] For example, if the car receives a cruise control command again, and there is a second suppression condition of type recoverable, namely "steering wheel torque greater than 1.5 Nm", which causes the second mode to fail to start, then the first mode will be maintained. Then, the car will be continuously monitored for 60 seconds after the car receives the user's cruise control command again, until the car's steering wheel torque is less than or equal to 1.5 Nm, then the car will switch from the first mode to the second mode. Otherwise, the first mode will be maintained.

[0067] It is evident that the cruise mode switching device in the feasible implementation further improves cruise efficiency by limiting the duration of continuous monitoring. This is because continuous monitoring of the vehicle consumes computing resources, which is detrimental to maintaining the primary mode and would actually reduce cruise efficiency. Therefore, the feasible implementation can further improve cruise efficiency.

[0068] In another feasible approach, to accurately identify whether a cruise command has been received again, and to determine whether the user needs to activate the second mode, the cruise mode switching device continuously monitors cruise commands for a second preset duration after activating the first mode; if a cruise command is received within the second preset duration, it is determined that a cruise command has been received again.

[0069] The cruise mode switching device determines whether a user needs to activate the first or second mode by the number of cruise commands received. Receiving one cruise command indicates the user needs to activate the first mode, while receiving two cruise commands indicates the user needs to activate the second mode. If the time delay between two cruise commands is not limited, the cruise mode switching device is prone to misinterpretation, mistaking two user instructions to activate the first mode as activation of the second mode. To improve accuracy, the cruise mode switching device limits the time delay between the first and subsequent cruise command receipts. Specifically, if the cruise mode switching device receives another cruise command within a second preset time period after the first one, it determines that a second cruise command has been received.

[0070] For example, if the car receives another cruise control command within 500 milliseconds after activating the first mode, it is confirmed that the cruise control command has been received again.

[0071] It is evident that the feasible approach could improve the accuracy of cruise command recognition, thereby further enhancing cruise efficiency.

[0072] In another feasible approach, the first mode described above may be an adaptive cruise control mode; the first suppression condition includes at least one of the following: the vehicle electronic stability system is not activated, the anti-lock braking system is not activated, the hill descent control system is not activated, the traction control system is not activated, the vehicle driving dynamics control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or the vehicle is in at least one of the following states: slipping, high speed, braking, and limp.

[0073] The first suppression condition may include the inactivation of the vehicle's electronic control system for cruise assistance, such as at least one of the following: electronic stability control system, anti-lock braking system, hill descent control system, traction control system, vehicle dynamics control system, automatic emergency braking system, and deceleration control system. Additionally, the first suppression condition may also include the vehicle being in at least one of the following states: coasting, high speed, braking, and limp.

[0074] In another feasible approach, the second mode described above can be integrated adaptive cruise control; the first suppression conditions of the recoverable type include: steering wheel torque is greater than preset torque, lane line width is outside the preset width, lane line curve radius is greater than preset radius, lane lines on both sides are lost, lane lines on one side are lost by a distance greater than preset distance, turn signals are off, tires are on the lane lines, camera is obstructed, steering wheel angular rate is greater than preset angular rate, and accelerator pedal opening and closing rate is greater than preset opening and closing rate.

[0075] For example, the second suppression condition of the recoverable type includes: steering wheel torque greater than 1.5 Nm, lane line width less than 4.5 m or greater than 2.8 m, lane line curve radius greater than 100 m, loss of lane lines on both sides, loss of lane lines on one side by a distance greater than 200 m, turn signal off, tires crossing the line, camera being obstructed, steering wheel angular rate greater than 55 degrees per second, and accelerator pedal opening and closing rate greater than 240 percent per second.

[0076] In another feasible implementation, the second mode described above is integrated adaptive cruise control; the second suppression condition of the non-recoverable type includes at least one of the following: the weather is heavy rain, the windshield wipers are in high gear, the vehicle's yaw rate is greater than a preset value, and the vehicle's electric power steering system is not activated.

[0077] For example, unrecoverable types include at least one of the following: the weather is heavy rain, the windshield wipers are in the third gear, the vehicle's yaw rate is greater than 10 radians per second, and the vehicle's electric power steering system is not engaged.

[0078] In another embodiment, the present invention also provides a cruise mode switching device, see [link to previous embodiment]. Figure 3The embodiments of the present invention can divide the device into functional units according to the above method examples. For example, each function can be divided into separate functional units, or two or more functions can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. It should be noted that the unit division in the embodiments of the present invention is illustrative and only represents one logical functional division; other division methods may be used in actual implementation. Figure 3 As shown, the cruise mode switching device includes a receiving unit 310, an activation unit 320, and a switching unit 330. Specifically: the receiving unit 310 is used to receive a cruise command to activate the cruise mode during vehicle operation, wherein the cruise mode includes a first mode and a second mode, with the second mode having a higher cruise level than the first mode; the activation unit 320 is used to activate the first mode when the cruise command is received for the first time, if it is determined that the vehicle does not have a first suppression condition, wherein the first suppression condition is a condition used to suppress the activation of the first mode; the switching unit 330 is used to switch to the second mode when the cruise command is received again, if it is determined that the vehicle does not have a second suppression condition; if it is determined that the vehicle has a second suppression condition, the first mode is maintained, wherein the second suppression condition is a condition used to suppress the activation of the second mode.

[0079] In one possible implementation, the type of the second suppression condition includes a recoverable type and an unrecoverable type; the switching unit 330 is further configured to: if the type of the second suppression condition present in the vehicle is a recoverable type, then continuously monitor until the vehicle releases the second suppression condition, and switch to the second mode; if the type of the second suppression condition present in the vehicle is an unrecoverable type, then maintain the first mode.

[0080] In one possible implementation, the switching unit 330 is further configured to: continuously monitor the driving status of the vehicle within a first preset duration; if the second inhibition condition is detected to be lifted within the first preset duration, switch to the second mode, otherwise maintain the first mode.

[0081] In one possible implementation, the second mode is integrated adaptive cruise control; the second suppression condition of the recoverable type includes: steering wheel torque is greater than preset torque, lane line width is outside the preset width, lane line curve radius is greater than preset radius, lane lines on both sides are lost, lane lines on one side are lost by a distance greater than preset distance, turn signal is off, tires are on the lane line, camera is blocked, steering wheel angular rate is greater than preset angular rate, and accelerator pedal opening and closing rate is greater than preset opening and closing rate.

[0082] In one possible implementation, the second mode is integrated adaptive cruise control; the second suppression condition of the non-recoverable type includes at least one of the following: the windshield wipers are in high speed, the yaw rate of the vehicle is greater than a preset value, and the electric power steering system of the vehicle is not activated.

[0083] In one possible implementation, the receiving unit 310 is specifically used to: continuously monitor the cruise command within a second preset time period; if a cruise command is detected within the second preset time period, then determine that a cruise command has been received again.

[0084] In one possible implementation, the first mode is an adaptive cruise control mode; the first suppression condition includes at least one of the following: the vehicle electronic stability system is not activated, the anti-lock braking system is not activated, the hill descent control system is not activated, the traction control system is not activated, the vehicle driving dynamic control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or the vehicle is in at least one of the following states: slipping, high speed, braking, and limp.

[0085] In another embodiment, this application also provides a cruise mode switching device, see [link to relevant documentation]. Figure 4 The cruise mode switching device can be, but is not limited to, various personal computers, laptops, smartphones, tablets, portable wearable devices, and servers. The server can be a standalone server or a server cluster consisting of multiple servers. For example... Figure 4 The cruise mode switching device in this embodiment may include a processor 410, a transceiver 420, and a memory 430. The processor 410, transceiver 420, and memory 430 are connected via a bus 440. The processor 410 is used to execute multiple instructions; the transceiver 420 is used to interact with other devices; and the memory 430 is used to store multiple instructions adapted to be loaded by the processor 410 and executed as in the cruise mode switching method described in the above embodiment.

[0086] The processor 410 can be a central processing unit (CPU), a general-purpose processor, a coprocessor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. The processor 410 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc. In this embodiment, the processor 410 can be a microcontroller. By programming the microcontroller, various control functions can be implemented. For example, in this embodiment, it can implement functions such as starting a first mode and switching from the first mode to a second mode. The processor has the advantages of powerful computing capabilities and fast processing speed. Specifically: the transceiver 420 performs the function of the receiving unit 310, receiving a cruise command to activate the cruise mode during vehicle operation, wherein the cruise mode includes a first mode and a second mode, with the second mode having a higher cruise level than the first mode; the processor 420 performs the function of the activation unit 320, activating the first mode if it is determined that the vehicle does not have a first suppression condition when the cruise command is first received, wherein the first suppression condition is a condition used to suppress the activation of the first mode; the processor 410 also performs the function of the switching unit 330, switching to the second mode if it is determined that the vehicle does not have a second suppression condition when the cruise command is received again, and maintaining the first mode if it is determined that the vehicle has a second suppression condition, wherein the second suppression condition is a condition used to suppress the activation of the second mode.

[0087] In one possible implementation, the type of the second suppression condition includes a recoverable type and an unrecoverable type; the processor 410 is further configured to: if the type of the second suppression condition for the vehicle is recoverable, then continuously monitor until the vehicle releases the second suppression condition, and switch to the second mode; if the type of the second suppression condition for the vehicle is unrecoverable, then maintain the first mode.

[0088] In one possible implementation, the processor 410 is further configured to: continuously monitor the driving status of the vehicle within a first preset duration; if the second inhibition condition is detected to be lifted within the first preset duration, switch to the second mode, otherwise maintain the first mode.

[0089] In one possible implementation, the second mode is integrated adaptive cruise control; the second suppression condition of the recoverable type includes: steering wheel torque is greater than preset torque, lane line width is outside the preset width, lane line curve radius is greater than preset radius, lane lines on both sides are lost, lane lines on one side are lost by a distance greater than preset distance, turn signal is off, tires are on the lane line, camera is blocked, steering wheel angular rate is greater than preset angular rate, and accelerator pedal opening and closing rate is greater than preset opening and closing rate.

[0090] In one possible implementation, the second mode is integrated adaptive cruise control; the second suppression condition of the non-recoverable type includes at least one of the following: the windshield wipers are in high speed, the yaw rate of the vehicle is greater than a preset value, and the electric power steering system of the vehicle is not activated.

[0091] In one possible implementation, the processor 410 is specifically configured to: continuously monitor cruise commands within a second preset duration; and if a cruise command is detected within the second preset duration, determine that a cruise command has been received again.

[0092] In one possible implementation, the first mode is an adaptive cruise control mode; the first suppression condition includes at least one of the following: the vehicle electronic stability system is not activated, the anti-lock braking system is not activated, the hill descent control system is not activated, the traction control system is not activated, the vehicle driving dynamic control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or the vehicle is in at least one of the following states: slipping, high speed, braking, and limp.

[0093] In another embodiment, this application also provides a computer-readable storage medium storing a plurality of instructions adapted for loading by a processor and executing the methods in any of the foregoing embodiments. A processor is provided for executing the plurality of instructions; a memory is provided for storing the plurality of instructions adapted for loading by the processor and executing the cruise mode switching method as described in the above embodiments.

[0094] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0095] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method of switching a cruise mode, characterized by, The method comprises: receiving a cruise instruction for starting a cruise mode during the driving of the vehicle, wherein the cruise mode comprises a first mode and a second mode, and the cruise level of the second mode is higher than that of the first mode; when the cruise instruction is received for the first time, if it is determined that the vehicle does not have a first inhibition condition, starting the first mode, wherein the first inhibition condition is a condition for inhibiting the first mode from being started; after the first mode is started, if the cruise instruction is received within a second preset time period from the time when the cruise instruction is received for the first time, it is determined that the cruise instruction is received again, wherein the second preset time period is used to avoid mistaking the user's instruction for starting the first mode as starting the second mode; when the cruise instruction is received again, if it is determined that the vehicle does not have a second inhibition condition, switching to the second mode; if it is determined that the vehicle has the second inhibition condition, maintaining the first mode, wherein the second inhibition condition is a condition for inhibiting the second mode from being started.

2. The method of claim 1, wherein, The type of the second inhibition condition comprises a recoverable type and a non-recoverable type; after the step of maintaining the first mode if it is determined that the vehicle has the second inhibition condition, the method further comprises: if the type of the second inhibition condition existing in the vehicle is the recoverable type, continuously monitoring until the vehicle removes the second inhibition condition, and then switching to the second mode; if the type of the second inhibition condition existing in the vehicle is the non-recoverable type, maintaining the first mode.

3. The method of claim 2, wherein, The step of continuously monitoring until the vehicle removes the second inhibition condition and then switching to the second mode comprises: continuously monitoring the driving condition of the vehicle within a first preset time period; if it is monitored that the vehicle removes the second inhibition condition within the first preset time period, switching to the second mode; otherwise, maintaining the first mode.

4. The method of claim 2, wherein, The second mode is integrated adaptive cruise control. The second inhibition condition of the recoverable type comprises that the steering wheel torque is greater than a preset torque, the width of the lane line is outside a preset width, the radius of the lane line curve is greater than a preset radius, the double-side lane line is lost, the single-side lane line loss distance is greater than a preset distance, the turn signal is off, the tire pressure line is lost, the camera is blocked, the turning angle rate of the steering wheel is greater than a preset turning angle rate, and the opening and closing rate of the accelerator pedal is greater than a preset opening and closing rate.

5. The method of claim 2, wherein, The second mode is integrated adaptive cruise control. The second inhibition condition of the non-recoverable type comprises at least one of that the wiper is in a high gear, the yaw angle rate is greater than a preset value, and the electric power steering system is not turned on.

6. The method of claim 1, wherein, The first mode is adaptive cruise control mode; the first inhibition condition comprises at least one of that the vehicle body electronic stability system is not activated, the anti-lock braking system is not activated, the steep slope descent system is not activated, the traction control system is not activated, the vehicle driving dynamics control system is not activated, the automatic emergency braking system is not activated, and the deceleration control system is not activated, and / or the vehicle is in at least one of a coasting state, a high-speed state, a braking state, and a limping state.

7. A cruise mode switching device characterized by comprising: The method comprises: The receiving unit is configured to receive a cruise instruction for starting a cruise mode during driving of the vehicle, wherein the cruise mode comprises a first mode and a second mode, and a cruise level of the second mode is higher than that of the first mode. The starting unit is configured to, when the cruise instruction is received for the first time, start the first mode if it is determined that the vehicle does not have a first inhibition condition, wherein the first inhibition condition is a condition for inhibiting the first mode from being started; and after the first mode is started, determine that the cruise instruction is received again if the cruise instruction is received within a second preset time period from a time when the cruise instruction is received for the first time, wherein the second preset time period is used to avoid mistaking that a user instruction for starting the first mode as an instruction for starting the second mode. The switching unit is configured to, when the cruise instruction is received again, switch to the second mode if it is determined that the vehicle does not have a second inhibition condition, and maintain the first mode if it is determined that the vehicle has the second inhibition condition, wherein the second inhibition condition is a condition for inhibiting the second mode from being started.

8. A cruise mode switching apparatus characterized by comprising: The device comprises a processor and a memory connected through a bus; the processor is configured to execute a plurality of cruise instructions; and the memory is configured to store the plurality of cruise instructions, and the cruise instructions are adapted to be loaded and executed by the processor to implement the cruise mode switching method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a plurality of cruise instructions, and the cruise instructions are adapted to be loaded and executed by the processor to implement the cruise mode switching method according to any one of claims 1-6.

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