Control method and system of intelligent driving assistance system controller at ACC follow stop

Abstract

The application discloses a control method and system of an intelligent driving assistance system controller when ACC is following and stopping, relates to the technical field of intelligent driving assistance, and comprises the following steps: setting a follow-and-stop state before a preceding vehicle in an intelligent driving assistance controller; when entering the follow-and-stop state, the controller sends a follow-and-stop signal for detecting that the preceding vehicle is stationary, and the signal is continuously sent within the entering condition range; when receiving the signal, the slope value calculated by a yaw rate sensor inside ESP is used to distinguish a flat road from a slope, and control is performed when following and stopping. The control method of the intelligent driving assistance system controller when ACC is following and stopping provided by the application can accurately judge a flat road and a slope according to the slope value, and ESP adopts braking according to different road sections; when the vehicle uses the ACC adaptive cruise system to follow the preceding vehicle, the intelligent driving assistance controller sends a follow-and-stop instruction, and can send a corresponding deceleration request to ESP according to different slope values, so that comfortable stopping on a flat road and pressure maintaining when stopping on a slope are realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving assistance, in particular to a control method and system of an intelligent driving assistance system controller during ACC following and stopping. BACKGROUND

[0002] When a vehicle equipped with an ADAS (intelligent driving assistance system) function follows and stops a preceding vehicle in an ACC (adaptive cruise control) system, the braking pressure of an ESP (electronic stability program) is related to the deceleration request size sent by the ADAS controller.

[0003] Under certain specific working conditions, the deceleration sent by the ego vehicle fluctuates due to distance, relative speed, or perception deviation, and the actual braking pressure of the ESP changes accordingly; on flat roads and downhill slopes, the braking pressure may increase suddenly due to the controller sending a larger deceleration, or on uphill slopes, the braking pressure of the ego vehicle is insufficient due to the controller sending a smaller deceleration, causing the vehicle to roll down the slope, affecting user experience and safety.

[0004] Therefore, there is an urgent need for a control method of an intelligent driving assistance system controller during ACC following and stopping to solve the current problem of insufficient following and stopping braking pressure, vehicle rolling down the slope, and ensuring user safety. SUMMARY

[0005] This section is intended to summarize some aspects of the embodiments of the present application and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the abstract and title of the specification to avoid obscuring the purpose of this section, the abstract, and the title, and such simplifications or omissions cannot be used to limit the scope of the present application.

[0006] In view of the above problems, the present application is proposed.

[0007] Therefore, the technical problem solved by the present application is that when using an ACC adaptive cruise control system to normally follow and stop a preceding vehicle, the deceleration sent by the ego vehicle fluctuates due to distance, relative speed, or perception deviation, resulting in excessive ESP braking pressure, pressure relief, following and stopping jerk, or rolling down the slope on a slope.

[0008] To solve the above technical problems, the present application provides the following technical solutions: a control method of an intelligent driving assistance system controller during ACC following and stopping, comprising:

[0009] Setting a following and stopping state before following and stopping a preceding vehicle in the intelligent driving assistance controller;

[0010] When entering the following and stopping state, the controller sends a following and stopping signal detecting the stationary preceding vehicle, and this signal is continuously sent within the entering condition range;

[0011] When receiving this signal, according to the slope value calculated by the yaw rate sensor inside ESP, the flat road and the slope are distinguished, and the control during following stop is carried out.

[0012] As a preferred solution of the control method of the intelligent driving assistance system controller in ACC following stop, the following stop state comprises:

[0013] The vehicle speed is obtained by the internal signal of the intelligent driving controller, the vehicle speed is judged, if the vehicle speed ≥1m / s, the following stop state is not entered, if the vehicle speed <1m / s, the distance from the front vehicle is obtained;

[0014] If the distance from the front vehicle ≥5m, the vehicle speed judgment state is returned, if the distance from the front vehicle <5m, the relative speed from the front vehicle is obtained;

[0015] If the relative speed from the front vehicle ≥0.4m / s, the distance from the front vehicle is returned, if the relative speed from the front vehicle <0.4m / s, the vehicle enters the following stop state.

[0016] As a preferred solution of the control method of the intelligent driving assistance system controller in ACC following stop, the slope value is expressed as:

[0017] α=ax / g*100%=(av-dv) / g*100%

[0018] Wherein, dv represents the vehicle speed differential, av represents the deceleration, ax represents the gravity deceleration component, g represents the gravity acceleration, and α represents the slope value.

[0019] As a preferred solution of the control method of the intelligent driving assistance system controller in ACC following stop, the distinguishing of the flat road and the slope comprises:

[0020] When the vehicle is on the slope, the deceleration value av sent by the inertial sensor is the current actual acceleration of the vehicle, which is composed of the vehicle speed change rate and the gravity component,

[0021] If there is no acceleration on the flat road, its av is 0m / s 2 ;

[0022] If there is no acceleration on the uphill, its av is a positive value;

[0023] If there is no acceleration on the downhill, its av is a negative value;

[0024] Differential of the vehicle speed is obtained to get the vehicle speed change rate dv, and the difference between the inertia sensor deceleration and the vehicle speed differential dv is obtained to get the gravity component ax, the gravity component ax is in a right triangle function relationship with the gravity acceleration g, the ramp value alpha is calculated, when alpha is not equal to 0%, it is judged that it is a ramp, if alpha is a negative value, it is judged that it is a downhill, if alpha is a positive value, it is judged that it is an uphill, and when alpha is equal to 0%, it is judged that it is a flat road.

[0025] As a preferred solution of the control method of the intelligent driving assistance system controller in the ACC follow-stop time of the application, the control in the follow-stop time comprises:

[0026] When the ego vehicle is following a vehicle on a flat road and enters the follow-stop state, the controller sends a follow-stop signal to the ESP, the ESP performs a comfortable brake, and during the period of sending the follow-stop signal, the brake pressure will not increase due to the increase of the deceleration request sent by the controller, but will be maintained in a small deceleration range, and the range value is calibrated by the ESP.

[0027] When the ego vehicle is following a vehicle on a ramp and enters the follow-stop state, after the controller sends a follow-stop signal to the ESP, the ESP triggers a fast pressure building logic and an anti-slip logic to build pressure, and during the period of sending the follow-stop signal, the brake pressure will not decrease due to the increase of the deceleration request sent by the controller.

[0028] As a preferred solution of the control method of the intelligent driving assistance system controller in the ACC follow-stop time of the application, the fast pressure building logic comprises:

[0029] After the ramp sends the follow-stop signal, the ESP will pre-clamp the brake caliper in advance, but will not apply force, and will speed up the brake pressure building.

[0030] The anti-slip logic comprises that after the ramp sends the follow-stop signal, the ESP has a limitation on the acceleration request of the ADAS inside, and will not have a large pressure change, and when a reverse slip action of the vehicle wheel is monitored, the brake pressure will be increased.

[0031] As a preferred solution of the control method of the intelligent driving assistance system controller in the ACC follow-stop time of the application, the control in the follow-stop time further comprises:

[0032] The controller inside will adjust the deceleration request according to the current ramp value of the vehicle during the period of sending the follow-stop signal, and when the vehicle travels on a ramp section, the deceleration request will be increased, and when the vehicle travels on a flat road section, the acceleration will be maintained at 0 m / s 2 .

[0033] Another object of the application is to provide a control system of an intelligent driving assistance system controller in the ACC follow-stop time, which can solve the problems.

[0034] To solve the above technical problems, the application provides the following technical scheme: the intelligent driving assistance system controller in the ACC follow-stop control system, comprising:

[0035] The intelligent driving assistance module, the vehicle body electronic stability module, the yaw rate sensor module, the controller module;

[0036] As a preferred scheme of the intelligent driving assistance system controller in the ACC follow-stop control system, the intelligent driving assistance module is a device for sending follow-stop instructions, and is used for sending corresponding deceleration requests to the vehicle body electronic stability module according to different slope values;

[0037] As a preferred scheme of the intelligent driving assistance system controller in the ACC follow-stop control system, the vehicle body electronic stability module is a device for keeping the vehicle body stable, and is used for taking braking measures according to the received deceleration request;

[0038] As a preferred scheme of the intelligent driving assistance system controller in the ACC follow-stop control system, the yaw rate sensor module is a device for calculating the slope value, and is used for calculating the slope value according to the vehicle state and transmitting the slope value to the controller module;

[0039] As a preferred scheme of the intelligent driving assistance system controller in the ACC follow-stop control system, the controller module is a device for controlling according to the slope value, and is used for receiving the slope value and adjusting the deceleration request according to the current slope value of the vehicle.

[0040] A computer device comprising a memory and a processor, wherein the memory stores a computer program, and wherein the processor implements the steps of the method when executing the computer program.

[0041] A computer readable storage medium, which stores a computer program, wherein the computer program is executed by a processor to implement the steps of the method.

[0042] The intelligent driving assistance system controller in the ACC follow-stop control method provided by the application can accurately judge the flat road and the slope according to the slope value, and the ESP takes braking according to different road sections. BRIEF DESCRIPTION OF DRAWINGS

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0044] Figure 1 This is an overall flowchart of a control method for an intelligent driving assistance system controller during ACC stop-and-go traffic, provided in one embodiment of the present invention.

[0045] Figure 2 This is an overall structural diagram of the control system of the intelligent driving assistance system controller during ACC stop-and-go operation provided in the second embodiment of the present invention;

[0046] Figure 3 This is a comparison chart of following-stop speeds at different vehicle speeds in the control methods of the intelligent driving assistance system controller during ACC following-stop provided in four embodiments of the present invention;

[0047] Figure 4 A comparison diagram of following-stop speeds under different relative distances in the control methods of the intelligent driving assistance system controller during ACC following-stop provided in four embodiments of the present invention;

[0048] Figure 5 The diagram shows a comparison of stopping speeds under different relative speed conditions in the control methods of the intelligent driving assistance system controller provided in four embodiments of the present invention during ACC stopping. Detailed Implementation

[0049] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0050] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0051] Second, the "one embodiment" or "an embodiment" referred to herein means a specific feature, structure, characteristic, or combination of features and / or characteristics described herein that can be included in at least one implementation of the present application. The various appearances of "in one embodiment" or "an embodiment" in the specification do not all refer to the same embodiment, although they can.

[0052] The application is described in detail below with reference to the accompanying drawings. In the detailed description of the application, the cross-sectional views of the device structure are partially enlarged without the general scale for the convenience of illustration, and the schematic views are only examples, which should not limit the scope of protection of the application. In addition, the three-dimensional spatial dimensions of length, width and depth should be included in actual production.

[0053] Meanwhile, in the description of the application, it should be noted that the terms "upper, lower, inner and outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the application. In addition, the terms "first, second or third" are only for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0054] Unless otherwise specifically defined and limited, the terms "mounting, connecting, connection" in the application should be broadly understood, for example: it can be fixed connection, detachable connection or integral connection; it can also be mechanical connection, electrical connection or direct connection, it can also be indirectly connected through intermediate medium, or it can be the communication between two elements. For those skilled in the art, the specific meaning of the above terms in the application can be understood according to the specific circumstances.

[0055] Embodiment 1

[0056] Reference Figure 1 For an embodiment of the application, a control method of an intelligent driving assistance system controller when ACC follows and stops is provided, comprising:

[0057] A follow-stop state before a front vehicle is set in the intelligent driving assistance controller;

[0058] The follow-stop state includes: obtaining the vehicle speed of the ego vehicle through the internal signal of the intelligent driving controller, judging the vehicle speed of the ego vehicle, if the vehicle speed of the ego vehicle ≥ 1 m / s, not entering the follow-stop state, if the vehicle speed of the ego vehicle < 1 m / s, obtaining the distance from the front vehicle; if the distance from the front vehicle ≥ 5 m, returning to the judgment of the vehicle speed state, if the distance from the front vehicle < 5 m, obtaining the relative speed from the front vehicle; if the relative speed from the front vehicle ≥ 0.4 m / s, returning to the distance from the front vehicle, if the relative speed from the front vehicle < 0.4 m / s, the ego vehicle enters the follow-stop state.

[0059] When entering the follow-stop state, the controller sends a follow-stop signal indicating that the preceding vehicle is stationary, and this signal is continuously sent within the entering condition range;

[0060] When receiving this signal, the control is performed according to the ramp value calculated by the yaw rate sensor inside the ESP, to distinguish between a flat road and a ramp.

[0061] The ramp value is expressed as:

[0062] α = ax / g*100% = (av-dv) / g*100%

[0063] where dv represents the vehicle speed differential, av represents the deceleration, ax represents the gravity deceleration component, g represents the gravity acceleration, and α represents the ramp value.

[0064] Distinguishing between a flat road and a ramp includes: when the vehicle is on a ramp, the deceleration value av from the inertial sensor is the current actual acceleration of the vehicle, composed of the vehicle speed change rate and the gravity component, if there is no acceleration on a flat road, its av is 0 m / s 2 ; if there is no acceleration on an uphill, its av is positive; if there is no acceleration on a downhill, its av is negative; the vehicle speed is differentiated to obtain the vehicle speed change rate dv, and the gravity component ax is obtained by the difference between the inertial sensor deceleration and the vehicle speed differential dv, which is in a right triangle function relationship with the gravity acceleration g, and the ramp value α is calculated, when α ≠ 0%, it is judged as a ramp, if α is negative, it is judged as a downhill, if α is positive, it is judged as an uphill, when α = 0%, it is judged as a flat road.

[0065] The control during follow-stop includes: when the ego vehicle is following a vehicle on a flat road, if it enters the follow-stop state, the controller sends a follow-stop signal to the ESP, and the ESP performs a comfortable brake, during the continuous sending of the follow-stop signal, the brake pressure will not increase due to the increasing deceleration request from the controller, but will be maintained within a small deceleration range, and the range value is calibrated by the ESP; when the ego vehicle is following a vehicle on a ramp, if it enters the follow-stop state, after the controller sends a follow-stop signal to the ESP, the ESP triggers the rapid pressure building logic and the anti-slip logic to build pressure, and during the sending of the follow-stop signal, the pressure will not be released due to the increasing deceleration request from the controller.

[0066] The controller will adjust the deceleration request according to the current ramp value of the vehicle during the sending of the follow-stop signal, and when the vehicle is driving on a ramp section, the deceleration request will be increased, and when the vehicle is driving on a flat road section, the acceleration will be maintained at 0 m / s 2 .

[0067] The fast pressure building logic comprises: when the hill sends the follow stop signal, the ESP will pre-clamp, the brake caliper will clamp in advance, but will not force, and the brake pressure will be built up quickly; the anti-slip logic comprises: when the hill sends the follow stop signal, the ESP will limit the acceleration request of the ADAS, and will not change the brake pressure greatly, and when the reverse slip action of the wheel is monitored, the brake pressure will be increased.

[0068] The intelligent driving assistance controller sends the follow stop signal to the ESP before the follow stop, the ESP makes the corresponding control strategy, and sends the corresponding deceleration request to the ESP according to different hill values.

[0069] Different vehicle models can adjust the deceleration request value at the slip critical point, and the controller module is calibrated and debugged, 4-5 hill value parameter points are set, the required output deceleration request is written to the parameter points, the deceleration request values between each parameter point are linearly connected, and the corresponding deceleration request is sent according to different hill values.

[0070] Embodiment 2

[0071] Reference Figure 2 For an embodiment of the application, an intelligent driving assistance system controller control system when ACC follows stop is provided, comprising:

[0072] The intelligent driving assistance module 100, the vehicle body electronic stability module 200, the yaw rate sensor module 300, and the controller module 400;

[0073] The intelligent driving assistance module 100 is a follow stop instruction sending device, which is used for sending corresponding deceleration requests to the vehicle body electronic stability module 200 according to different hill values;

[0074] The vehicle body electronic stability module 200 is a device for keeping the vehicle body stable, which is used for taking brake measures according to the received deceleration request;

[0075] The yaw rate sensor module 300 is a device for calculating the hill value, which is used for calculating the hill value according to the vehicle state and transmitting the hill value to the controller module 400;

[0076] The controller module 400 is a device for controlling according to the hill value, which is used for receiving the hill value and adjusting the deceleration request according to the current hill value of the vehicle.

[0077] Embodiment 3

[0078] An embodiment of the application is different from the first two embodiments:

[0079] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application or the parts of the technical solutions that essentially contribute to the prior art or the parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0080] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a list of executable instructions for implementing logic functions, which can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus or device, such as a computer-based system, a system including a processor or other system that can fetch the instructions from the instruction execution system, apparatus or device and execute the instructions, or in conjunction with these instructions execution systems, apparatus or devices. For the purpose of this specification, the "computer-readable medium" can be any device that can contain, store, communicate, propagate or transport programs for use by or in connection with an instruction execution system, apparatus or device, or in conjunction with these instruction execution systems, apparatus or devices.

[0081] More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection having one or more wires (electrical devices), a portable computer diskette (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium can even be paper or other suitable medium on which the program can be printed, because the program can be electronically obtained, for example, by optical scanning of the paper or other medium, followed by editing, interpreting or otherwise processing, if necessary, in other suitable ways, to be electronically obtained and then stored in the computer memory.

[0082] It should be understood that various parts of the present application can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, a plurality of steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and as in another embodiment, it can be implemented using any or a combination of the following technologies, which are well known in the art: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), etc.

[0083] Example 4

[0084] Reference Figures 3-5 For an embodiment of the present application, a control method for an intelligent driving assistance system controller when ACC follows and stops is provided. In order to verify the beneficial effects of the present application, a simulation experiment is carried out for scientific demonstration.

[0085] Table 1: Follow-up braking time on flat road section (unit: seconds)

[0086]

[0087] Table 2: Follow-up braking time on uphill road section (unit: seconds)

[0088]

[0089] Table 1: Follow-up braking time on downhill road section (unit: seconds)

[0090]

[0091] The test results are shown in Tables 1-3. A certain hybrid vehicle model equipped with an intelligent driving assistance system often uses ACC function to follow a vehicle on a flat road, and the vehicle also experiences heavy braking and hesitation. After increasing the follow-up control method, continuous follow-up tests on uphill and downhill road sections and normal flat road are carried out for 10 times. The follow-up braking on flat road is comfortable and the uphill follow-up stopping is stable.

[0092] The traditional method and the method of the present application are respectively tested for follow-up stopping, which increases safety and avoids the occurrence of a sense of jerk due to the increase of brake pressure when the controller sends a large deceleration on flat and downhill roads, or the occurrence of a sense of jerk due to the decrease of brake pressure when the controller sends a small deceleration on uphill roads, which affects user experience and safety.

[0093] The above comparative experiments confirm that the following braking improvement provided by this invention is significant. Compared with the prior art, it distinguishes between flat roads and slopes, performs comfortable and slow braking or brake pressure maintenance, and reduces the time spent. At the same time, while having real-time performance, it greatly reduces the error rate. When the reverse backward movement of the wheel is detected, the braking pressure is increased.

[0094] like Figures 3-5 As shown, during the following and stopping test conducted according to the method of the present invention, the optimal time for the controller to send a following and stopping signal to the ESP is when the vehicle speed is less than 1 m / s, the relative distance between the two vehicles is less than 5 m, and the relative speed between the two vehicles is less than 0.4 m / s.

[0095] During the testing process, it was found that when following a car normally, if the speed of the car in front is greater than 1m / s and the relative distance is more than 5m, sending a stop signal will result in an excessively long braking distance and time. The car in front is still slowly decelerating and creeping at a distance when the car in front starts to decelerate. This can easily cause the car in front to slow down slightly, and the car in front to react too frequently, resulting in a poor user experience.

[0096] When the relative speed is greater than 0.4 m / s, a stop signal is sent, and the braking deceleration needs to exceed 1 m / s. 2 At this time, ESP cannot trigger comfort braking, otherwise it may lead to the following distance being too close, or even a rear-end collision.

[0097] After applying this stop-and-go threshold, in over 50,000 kilometers of testing, the stop-and-go signal sent during normal stop-and-go processes could trigger the comfort braking or hill acceleration / deceleration logic normally, and did not affect the scenario where the vehicle in front was slowly creeping without stopping.

[0098] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A control method for an intelligent driving assistance system controller during ACC stop-and-go traffic, characterized in that, include: Set a stop-and-go state in the intelligent driving assistance controller; When entering the stop-follow state, the controller sends a stop-follow signal to detect that the vehicle in front is stationary. This signal is continuously sent within the entry condition range. When this signal is received, the ESP distinguishes between flat roads and slopes based on the yaw rate sensor inside the ESP and performs control during stop. The control during stop-and-go driving includes: when the vehicle is following another vehicle on a flat road, if it enters a stop-and-go state, the controller sends a stop-and-go signal to the ESP, and the ESP performs comfort braking. During the continuous sending of the stop-and-go signal, the braking pressure will not increase due to the increase in deceleration sent by the controller, but will be maintained within a small deceleration range, which is calibrated by the ESP. When the vehicle is following another vehicle on a slope, if it enters a stop-and-go state, the controller sends a stop-and-go signal to the ESP. The ESP then triggers the rapid pressure build-up logic and the anti-rollback logic to build up pressure. During the period when the stop-and-go signal is sent, the pressure will not be released due to the deceleration request sent by the controller. The rapid pressure build-up logic includes: when the ramp sends a stop signal, the ESP will pre-clamp, the brake calipers will clamp in advance but will not exert force, thus accelerating brake pressure build-up; The anti-rollback logic includes limiting the acceleration request from the ADAS within the ESP after the slope sends a stop signal, without making large pressure reduction changes, and increasing the braking pressure when the wheels are detected to be rolling backward.

2. The control method of the intelligent driving assistance system controller during ACC stop-and-go as described in claim 1, characterized in that, The following stop status includes: The vehicle speed is obtained through the internal signal of the intelligent driving controller. If the vehicle speed is ≥1m / s, the vehicle does not enter the following stop state. If the vehicle speed is <1m / s, the distance to the vehicle in front is obtained. If the distance to the vehicle in front is ≥5m, return to judge the vehicle speed status; if the distance to the vehicle in front is <5m, obtain the relative speed with the vehicle in front. If the relative speed with the vehicle in front is ≥0.4m / s, the vehicle will return to the distance from the vehicle in front; if the relative speed with the vehicle in front is <0.4m / s, the vehicle will enter a stop-and-go state.

3. The control method of the intelligent driving assistance system controller during ACC stop-and-go as described in claim 2, characterized in that, The ramp value is expressed as: ； in, Indicates the derivative of vehicle speed. Indicates deceleration. Represents the component of gravitational deceleration. Represents gravitational acceleration. This indicates the ramp value.

4. The control method of the intelligent driving assistance system controller during ACC stop-and-go as described in claim 1 or 3, characterized in that, The distinction between flat roads and ramps includes: When a vehicle is on a slope, the deceleration value av emitted by the inertial sensor represents the vehicle's current actual acceleration, which is composed of the rate of change of vehicle speed and the gravitational component. If there is no acceleration on a flat road, its av is 0 m / s². 2 ; If there is no acceleration uphill, its av value is positive; If there is no acceleration downhill, its av value is negative; The rate of change of vehicle speed (dv) is obtained by differentiating the vehicle speed. The gravity component (ax) is then calculated from the difference between the deceleration from the inertial sensor and the differential dv. Since the gravity component ax has a right-angled trigonometric function relationship with the gravitational acceleration g, the gradient value can be calculated. ,when At that time, it was determined to be a slope. A negative value indicates a downhill slope. A positive value indicates an uphill slope. When the value is 0%, it is judged as a flat road.

5. The control method of the intelligent driving assistance system controller during ACC stop-and-go as described in claim 4, characterized in that, The control during stop-and-go operation also includes: The controller adjusts the deceleration request based on the vehicle's current slope during the stop signal transmission. When the vehicle is traveling on a slope, the deceleration request increases; when traveling on a flat road, the acceleration remains at 0 m / s². 2 .

6. A control system for an intelligent driving assistance system controller during ACC stop-and-go traffic, comprising the control method for an intelligent driving assistance system controller during ACC stop-and-go traffic as described in any one of claims 1 to 5, characterized in that, include: Intelligent driving assistance module (100), vehicle electronic stability module (200), yaw rate sensing module (300), controller module (400). The intelligent driving assistance module (100) is a device for sending stop commands, used to send corresponding deceleration requests to the vehicle electronic stability module (200) according to different slope values. The vehicle electronic stability module (200) is a device for maintaining vehicle stability and is used to take braking measures based on the received deceleration request; The yaw rate sensing module (300) is a device for calculating the gradient value, used to calculate the gradient value based on the vehicle status and transmit the gradient value to the controller module (400). The controller module (400) is a device for controlling based on the slope value, used to receive the slope value and adjust the deceleration request according to the current slope value of the vehicle.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

Images