An autonomous adaptive cruise control system and method that adapts to driver demand

Abstract

The application discloses a kind of self-adapting driver demand's autonomous speed cruise control system and method: system includes vehicle operating parameter acquisition module, vehicle driving mode judging module, accelerator pedal opening degree signal solving module, accelerator pedal opening degree correction module, driver demand dynamic compensation module;Vehicle operating parameters are obtained in real time using real vehicle ECU;Whether to meet autonomous speed cruise condition is judged according to vehicle speed and its rolling variance, brake pedal operation;Driver demand speed is judged and demand torque is calculated;According to driver demand torque, the demand accelerator pedal opening degree is inquired, and the accelerator pedal opening degree interval is set;Different interval sets scaling limiting coefficient, and concentrates accelerator pedal working interval;Based on actual and demand vehicle speed difference value, road gradient value, set pedal compensation correction;The judgment and response of large pedal and pedal coasting are set.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, and more specifically, to an autonomous cruise control system and method that adapts to the needs of the driver. Background Technology

[0002] With the implementation of the "China VI" emission standards for automobiles, the country will impose increasingly stringent restrictions on vehicle emissions. Simultaneously, against the backdrop of a global energy crisis, my country is currently facing a period of high energy consumption. Therefore, it is necessary to develop advanced vehicle control methods and technologies for fuel saving and emission reduction to address these issues.

[0003] When a vehicle is driving on a real road, it spends most of its time in transitional operating conditions, including sudden pressing and releasing of the accelerator pedal, and steady pressing and releasing of the pedal. When the vehicle is traveling at high speeds and near a constant speed, this frequent and abrupt operation of the accelerator pedal, while satisfying the driver's power needs, can also cause many problems. Frequent and abrupt accelerator pedal operation leads to a rapid increase in emissions such as smoke and particulate matter. Simultaneously, the fuel injection and torque will change abruptly with the driver's abrupt movements, which can cause large fluctuations in the engine's operating point, affecting driving comfort and reducing fuel economy.

[0004] When driving normally on highways, drivers typically maintain a near-constant speed. Under these conditions, the driver's power demand changes very little or remains essentially constant over extended periods, meaning the vehicle's speed and torque requirements remain largely unchanged. In this scenario, an autonomous cruise control algorithm can be designed to analyze the driver's desired speed and corresponding torque, reducing frequent and drastic fluctuations in engine torque and fuel consumption curves, and minimizing large jumps in engine operating points, thereby achieving fuel savings and emissions reduction. Furthermore, when the vehicle experiences significant acceleration or deceleration, the algorithm responds to driver input and adaptively exits and re-enters cruise control mode, allowing the engine to increase or decrease power output within a relatively stable range. This approach not only considers the driver's power needs but also achieves fuel savings and emissions reduction. Summary of the Invention

[0005] To address the problems in the prior art, this invention proposes an adaptive autonomous cruise control system and method that adapts to driver needs. Utilizing a vehicle operating parameter acquisition module, a vehicle driving mode judgment module, an accelerator pedal opening signal calculation module, an accelerator pedal opening correction module, and a driver demand dynamic compensation module, the system calculates the driver's required torque from multiple different directions based on the driver's accelerator pedal input during actual vehicle operation. This reduces engine fuel consumption and harmful emissions while ensuring that the vehicle speed remains relatively stable before and after processing and meets the driver's real-time changing needs.

[0006] The objective of this invention can be achieved through the following technical solutions.

[0007] The present invention provides an autonomous cruise control system that adapts to driver needs, comprising a vehicle operating parameter acquisition module, a vehicle driving mode determination module, an accelerator pedal opening signal calculation module, an accelerator pedal opening correction module, and a driver needs dynamic compensation module.

[0008] The vehicle operation parameter acquisition module uses the vehicle ECU to acquire parameters during vehicle operation in real time, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road slope.

[0009] The vehicle driving mode determination module uses a pattern recognition algorithm to determine the driver's current driving mode and driving needs based on the real-time received vehicle parameters, and to determine whether the conditions for autonomous cruise control are met. If the conditions are met, the module will determine whether to enter the autonomous cruise control mode. If the conditions are not met, the vehicle controller will directly respond to the driver's actual operation.

[0010] The accelerator pedal opening signal processing module is used to determine the required vehicle speed and calculate the required torque when the driver is autonomously cruise. Based on the driver's required torque, it looks up the required accelerator pedal opening and sets the accelerator pedal opening range. Different ranges are set with scaling limit coefficients to centralize the accelerator pedal working range and perform scaling control on the actual accelerator pedal opening obtained from the driver.

[0011] The accelerator pedal opening correction module uses a parameter correction algorithm to correct the accelerator pedal opening after scaling control based on the changes in slope, vehicle operating parameters and the driver's required speed during actual road driving.

[0012] The driver demand dynamic compensation module comprehensively considers the vehicle's operating status after autonomous cruise control and the driver's real-time operation during autonomous cruise control. It determines whether the driver has the characteristic operation of completely releasing the accelerator pedal to coast or continuously pressing the accelerator pedal significantly. Based on this, it performs dynamic response compensation on the accelerator pedal opening corrected by the accelerator pedal opening correction module.

[0013] Furthermore, the vehicle driving mode determination module includes a vehicle driving speed determination module and a driver pedal operation determination module, which are used to identify vehicle operation signals and driver operation signals, respectively, to determine the current vehicle driving state mode and whether the conditions for autonomous cruise control are met.

[0014] The vehicle speed determination module uses the real-time acquired current actual vehicle speed and a sliding window to calculate the rolling variance of the vehicle speed and the rolling mean of the Z-score of the vehicle speed. If the vehicle speed is greater than a set vehicle speed threshold and the rolling variance of the vehicle speed is less than a set vehicle speed variance threshold, then the driver pedal operation determination module is used to determine the pedal position. If the vehicle speed is less than a set vehicle speed threshold or the rolling variance of the vehicle speed is greater than a set vehicle speed variance threshold, then the vehicle controller directly responds to the driver's actual operation.

[0015] The driver pedal operation judgment module is used to identify whether the driver has operated the brake pedal. If there is no brake pedal operation, it is determined that the conditions for autonomous cruise control are met, and the judgment result is sent to the accelerator pedal opening signal calculation module. If there is brake pedal operation, it is determined that the conditions for autonomous cruise control are not met, and the vehicle controller directly responds to the driver's actual operation.

[0016] Furthermore, the accelerator pedal opening signal calculation module includes a driving mode and demand analysis module, a demand torque calculation module, and a demand opening control module, which are used to receive and analyze the judgment result of whether the vehicle driving mode judgment module has entered the autonomous cruise mode, and perform preliminary calculation and control of the driver's demand speed and demand torque based on the result.

[0017] The driving mode and demand analysis module is used to perform differential processing on the rolling mean of the Z-score of the vehicle speed calculated by the vehicle speed judgment module to obtain the rate of change. The sliding window is used to determine the moment when the rate of change switches between positive and negative. The rolling mean of the Z-score of the vehicle speed at this moment is taken as the vehicle speed required by the driver in the autonomous cruise control mode. If the conditions for autonomous cruise control are continuously met, the required vehicle speed is transmitted to the demand torque calculation module and the value of the required vehicle speed is used. Otherwise, if the conditions are not met, the required vehicle speed is reset to 0 until the conditions for autonomous cruise control are met again and then calculated and determined.

[0018] The required torque calculation module uses the vehicle dynamics fitting relationship between vehicle speed and wind resistance, rolling resistance and transmission resistance to calculate the engine torque required for the vehicle to maintain the required vehicle speed, i.e., the required torque.

[0019] The demand accelerator pedal opening control module, based on the engine's required torque and the engine's real-time speed during vehicle operation, converts the required torque into the required accelerator pedal opening by checking the engine's mechanical output MAP, divides the accelerator pedal opening range, and accordingly performs scaling control on the obtained actual accelerator pedal opening of the driver.

[0020] Furthermore, the accelerator pedal opening correction module includes a vehicle speed correction module and a slope correction module. Based on the accelerator pedal opening signal calculation module, the required vehicle speed information of the driver is obtained by calculation and control. The accelerator pedal opening after scaling control by the accelerator pedal opening signal calculation module is quantitatively corrected in combination with the actual vehicle speed and road slope changes.

[0021] The vehicle speed correction module calculates the difference between the driver's desired speed and the actual speed. When the actual speed is less than the desired speed, the accelerator pedal opening is increased appropriately depending on the magnitude of the difference. When the actual speed is greater than the desired speed, the accelerator pedal opening is decreased appropriately, in the opposite manner, so that the vehicle speed during autonomous cruise control is maintained at or around the desired speed.

[0022] The slope correction module calculates the slope resistance based on the road slope value and the vehicle dynamics model. Similar to the method of converting driving resistance into engine torque, the slope resistance is converted into engine torque. Combined with the engine mechanical output MAP, the engine torque is converted into the corresponding accelerator pedal opening. Based on this accelerator pedal opening value, the accelerator pedal opening, which has been corrected by the vehicle speed correction module, is further corrected.

[0023] Furthermore, the driver demand dynamic compensation module first determines whether the driver has completely released the accelerator pedal for coasting. If so, the vehicle controller directly responds to the driver's actual release of the accelerator pedal for coasting. If not, it determines whether the driver has significantly and continuously pressed the accelerator pedal. If so, the vehicle controller directly responds to the driver's actual significant and continuous pressing of the accelerator pedal. If not, the accelerator pedal opening signal corrected by the accelerator pedal opening correction module is transmitted to the vehicle controller for execution.

[0024] Furthermore, the determination of a driver's complete release of the accelerator pedal for coasting involves: judging the actual opening degree of the driver's accelerator pedal; if it is less than the set pedal opening threshold, a coasting delay state is entered and a timer begins. When the duration of the driver in this state exceeds the time threshold, the driver enters the coasting state, at which point it is determined that the driver has completely released the accelerator pedal for coasting, and the vehicle controller directly responds to the driver's actual release of the accelerator pedal for coasting; otherwise, it is determined that the driver has not completely released the accelerator pedal for coasting, and further judgment is made as to whether the driver has continuously and significantly pressed the accelerator pedal.

[0025] Furthermore, the determination of a driver's sustained and significant accelerator pedal depressing operation involves: determining the current accelerator pedal opening degree; if it exceeds a set pedal opening threshold, a significant depressing response delay state is initiated and a timer begins. If the driver remains in this state for an extended period exceeding the threshold, a significant depressing response state is entered, indicating a sustained and significant accelerator pedal depressing operation by the driver. The vehicle controller directly responds to this actual sustained and significant accelerator pedal depressing operation. Conversely, if the driver's sustained and significant accelerator pedal depressing operation is not detected, the corrected accelerator pedal opening signal from the accelerator pedal opening correction module is transmitted to the vehicle controller for execution.

[0026] The objective of this invention can also be achieved through the following technical solutions.

[0027] The present invention provides an autonomous cruise control method that adapts to driver needs, comprising the following steps:

[0028] S1: Real-time monitoring of various parameters during vehicle operation;

[0029] The vehicle's ECU is used to obtain parameters during real-time operation, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road gradient.

[0030] S2: Determine whether the conditions for autonomous cruise control are met based on the current actual vehicle speed, its rolling variance, and brake pedal operation.

[0031] Using the current actual vehicle speed obtained in step S1, the rolling variance of the vehicle speed and the rolling mean of the Z-score of the vehicle speed are calculated by combining the sliding window. When the vehicle speed is greater than the set vehicle speed threshold, the rolling variance of the vehicle speed is less than the set vehicle speed variance threshold, and there is no brake pedal operation, it is determined that the conditions for autonomous cruise control are met, and the autonomous cruise control mode is entered, and step S3 is continued. Otherwise, if the conditions are not met, the vehicle controller directly responds to the driver's actual operation.

[0032] S3: Determine the driver's required vehicle speed and calculate the required torque.

[0033] The rolling mean Z-score of the vehicle speed obtained in step S2 is differentially processed to obtain the rate of change. The moment when the rate of change switches between positive and negative is determined by using a sliding window. The rolling mean Z-score of the vehicle speed at that moment is taken as the required vehicle speed for the driver in autonomous cruise control mode. Then, the engine torque required for the vehicle to maintain the required vehicle speed is calculated by using the vehicle dynamics fitting relationship between vehicle speed and wind resistance, rolling resistance and transmission resistance.

[0034] S4: Based on the driver's required torque, determine the required accelerator pedal opening and set the accelerator pedal opening range.

[0035] Based on the engine torque demand obtained in step S3, and combined with the real-time engine speed during vehicle operation, the engine mechanical output MAP is consulted to convert the demand torque into the demand accelerator pedal opening. Then, the accelerator pedal opening range is divided using the demand accelerator pedal opening.

[0036] S5: Set scaling limit coefficients for different intervals to concentrate the accelerator pedal working range.

[0037] Based on the accelerator pedal opening range defined in step S4, the actual accelerator pedal opening obtained in step S1 is scaled and adjusted by a certain ratio.

[0038] S6: Based on the difference between actual and required vehicle speed, as well as road gradient values, pedal compensation correction is set.

[0039] Using a parameter correction algorithm, based on the driver's required vehicle speed obtained in step S3, and combined with the actual vehicle speed and road gradient changes, a quantitative correction is made to the accelerator pedal opening after scaling adjustment in step S5.

[0040] S7: Set the judgment and response for large pedal pressure and pedal release gliding.

[0041] Determine whether the driver has completely released the accelerator pedal to coast or has continuously and significantly pressed the accelerator pedal during the autonomous cruise control process. If neither of these occurs, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution; if it does, the vehicle controller directly responds to the driver's actual accelerator pedal opening.

[0042] Furthermore, step S6 sets pedal compensation correction based on the difference between the actual and required vehicle speeds, as well as the road gradient value. The specific process is as follows:

[0043] Speed ​​correction: Based on the driver's required speed obtained in step S3, calculate the difference between the current actual speed and the required speed. If the current actual speed is less than the required speed, depending on the size of the difference, appropriately increase the accelerator pedal opening after scaling adjustment in step S5; if the current actual speed is greater than the required speed, the opposite is true, and appropriately decrease the accelerator pedal opening after scaling adjustment in step S5.

[0044] Slope correction: Based on the road slope value and vehicle dynamics model, the slope resistance is calculated and converted into engine torque. Combined with the engine mechanical output MAP, the engine torque is converted into the corresponding accelerator pedal opening. Based on this accelerator pedal opening value, the accelerator pedal opening after the vehicle speed correction is further corrected.

[0045] Furthermore, in step S7, it is first determined whether the driver has completely released the accelerator pedal and coasted. If the driver has completely released the accelerator pedal and coasted, the vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. If the driver has not completely released the accelerator pedal and coasted, it is determined whether the driver has significantly and continuously pressed the accelerator pedal. If the driver has significantly and continuously pressed the accelerator pedal, the vehicle controller directly responds to the driver's actual significant and continuous pressing of the accelerator pedal. If the driver has not significantly and continuously pressed the accelerator pedal, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution.

[0046] Furthermore, the determination of a driver's complete release of the accelerator pedal for coasting involves: judging the actual opening degree of the driver's accelerator pedal; if it is less than the set pedal opening threshold, a coasting delay state is entered and a timer begins. When the duration of the driver in this state exceeds the time threshold, the driver enters the coasting state, at which point it is determined that the driver has completely released the accelerator pedal for coasting, and the vehicle controller directly responds to the driver's actual release of the accelerator pedal for coasting; otherwise, it is determined that the driver has not completely released the accelerator pedal for coasting, and further judgment is made as to whether the driver has continuously and significantly pressed the accelerator pedal.

[0047] Furthermore, the determination of a driver's large and continuous depressing of the accelerator pedal: The driver's current accelerator pedal opening is determined. If it exceeds a set pedal opening threshold, a large depressing response delay state is entered and a timer begins. If the driver continues in this state for longer than the time threshold, a large depressing response state is entered. At this point, it is determined that the driver has engaged in a large and continuous depressing of the accelerator pedal, and the vehicle controller directly responds to the driver's actual large and continuous depressing of the accelerator pedal. Conversely, if the driver has not engaged in a large and continuous depressing of the accelerator pedal, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution.

[0048] Compared with the prior art, the beneficial effects of the technical solution of the present invention are:

[0049] (1) This invention combines vehicle parameters such as vehicle speed, accelerator pedal opening, brake pedal opening, and gear position with road condition parameters such as road slope to more accurately reflect the actual driving state of the vehicle and the driver's operating intention.

[0050] (2) This invention reflects the driver’s intention by calculating the pedal operation and adaptively exiting and entering the autonomous cruise mode. While conforming to the driver’s operating intention, it can reduce engine fuel consumption and pollutant emissions.

[0051] (3) The present invention can realize the quantitative correction of road slope and the feedback control of target vehicle speed, meet the dynamic needs of the driver in real time, and adjust the demand torque signal input to the vehicle controller in real time. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of the autonomous cruise control system for adaptive driver needs according to the present invention.

[0053] Figure 2 This is a flowchart of the autonomous cruise control method for adaptive driver needs according to the present invention. Detailed Implementation

[0054] The present invention will now be further described with reference to the accompanying drawings.

[0055] The core of this invention is to provide an autonomous cruise control system and method that adapts to driver needs. Based on parameters such as real-time vehicle speed and pedal signal, it can analyze the changes in vehicle drag torque and driver torque demand, calculate the torque demanded by the driver, autonomously enter and exit cruise control mode, reduce ineffective torque response, and improve vehicle economy and emission performance.

[0056] like Figure 1 As shown, the autonomous cruise control system of the present invention, which adapts to the needs of the driver, mainly includes a vehicle operating parameter acquisition module, a vehicle driving mode judgment module, an accelerator pedal opening signal calculation module, an accelerator pedal opening correction module, and a driver demand dynamic compensation module.

[0057] (I) Vehicle operating parameter acquisition module

[0058] The vehicle's ECU is used to acquire parameters during real-time operation, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road slope, and the parameter data can be sent to subsequent program modules at a frequency of 10Hz.

[0059] (II) Vehicle Driving Mode Determination Module

[0060] Using a pattern recognition algorithm, based on real-time received vehicle parameters, the system determines the driver's current driving mode and driving needs, and whether the conditions for autonomous cruise control are met. If the conditions are met, the system determines whether to enter autonomous cruise control mode and sends the result to subsequent modules. If the conditions are not met, the system does not enter autonomous cruise control mode, and the vehicle controller directly responds to the driver's actual operation.

[0061] The vehicle driving mode determination module includes a vehicle driving speed determination module and a driver pedal operation determination module, which are used to identify vehicle operation signals and driver operation signals, respectively, to determine the current vehicle driving status mode, determine whether the conditions for autonomous cruise control are met, and decide whether to enter the autonomous cruise control mode.

[0062] ① Vehicle speed determination module

[0063] The vehicle speed determination module uses the real-time acquired actual vehicle speed and a sliding window to calculate the rolling variance and rolling mean of the vehicle speed's Z-score. If the vehicle speed is greater than a set speed threshold (vehicle speed threshold condition) and the rolling variance is less than a set speed variance threshold (vehicle speed rolling variance threshold condition), then the driver's pedal operation determination module performs pedal judgment; if the vehicle speed is less than a set speed threshold or the rolling variance is greater than a set speed variance threshold, the vehicle exits the vehicle driving mode determination program, and the vehicle controller directly responds to the driver's actual operation.

[0064] ② Driver pedal operation judgment module

[0065] The driver pedal operation judgment module is used to identify whether the driver has operated the brake pedal. If there is no brake pedal operation, it is judged in conjunction with the vehicle speed threshold condition and the vehicle speed rolling variance threshold condition in the vehicle speed judgment. If all conditions are met, it is determined that the conditions for autonomous cruise control are met, and the autonomous cruise control mode is entered. The judgment result is sent to the accelerator pedal opening signal calculation module. If there is brake pedal operation, it is determined that the conditions for autonomous cruise control are not met, and the vehicle controller directly responds to the actual operation of the driver.

[0066] The vehicle driving mode determination module needs to perform three judgment and calculation operations simultaneously. First, it determines whether the vehicle speed is greater than 0 km / h (this determination aims to ensure the vehicle is driving on the road, eliminating the influence of specific situations such as idling and rolling backwards on the program. This invention does not limit the value of the preset speed threshold; this value can be adjusted upwards according to actual needs). If the vehicle speed is greater than the set speed threshold, the condition is met; otherwise, it is not. Second, it uses a sliding window to calculate the rolling variance of the vehicle speed. Here, the sliding window size is set to 20 seconds, storing 200 vehicle speed data points. At each step, it iterates and calculates the rolling variance value of the vehicle speed within the window and determines whether this value is less than 4 (this determination aims to ensure the vehicle's driving process is in a near-uniform speed state, guaranteeing the program's operation and eliminating the influence of specific situations such as acceleration and deceleration on the program. This invention does not limit the preset window size and the value of the speed variance threshold. The window can be adjusted between 10-30 seconds according to actual needs, and the threshold can be adjusted between 3-6). If the rolling variance of the vehicle speed is less than the set speed variance threshold, the condition is met; otherwise, it is not. On the other hand, a sliding window is used to calculate the rolling average of the Z-score for vehicle speed. Here, the sliding window size is set to 10 seconds. 100 vehicle speed data points are stored, and the Z-score is calculated for each. The influence of Z-score values ​​greater than 1 is eliminated. The remaining data is used to iteratively calculate the average vehicle speed within the window (the purpose of adding the Z-score judgment is to remove the influence of spikes in certain areas of the vehicle speed curve). This invention does not limit the preset window size and Z-score threshold values. The window can be adjusted between 10-30 seconds according to actual needs, and the threshold can be adjusted between 1-2. These values ​​will be used in subsequent judgments.

[0067] Understandably, the formulas for calculating the Z-score rolling mean and rolling variance of vehicle speed are as follows:

[0068]

[0069] in, X is the rolling mean of the Z-score of the vehicle speed. i n represents the vehicle speed value at each moment, and n1 represents the number of vehicle speed values ​​after removing those with a Z score greater than 1 within a 10-second window.

[0070]

[0071] Among them, s 2 Let the rolling variance of the vehicle speed be... X is the average vehicle speed. i n represents the vehicle speed value at each moment, and n2 represents the number of values ​​within a 20-second window.

[0072] Understandably, the formula for calculating the Z-score is as follows:

[0073]

[0074] Where Z is the Z-score, X i This represents the vehicle speed at each moment. δ represents the mean vehicle speed, and δ represents the standard deviation of vehicle speed.

[0075] Based on the calculations and judgments of the vehicle driving mode determination module, if the following three conditions are met simultaneously: vehicle speed is greater than a set vehicle speed threshold, vehicle speed rolling variance is less than a set vehicle speed variance threshold, and there is no brake pedal operation, then it is determined that adaptive cruise control mode can be entered. Otherwise, if any one of these conditions is not met, the process exits, and the vehicle controller directly responds to the driver's actual operation. The determination result signal of whether to enter adaptive cruise control mode is then passed to the accelerator pedal opening signal calculation module.

[0076] (III) Accelerator Pedal Opening Signal Calculation Module

[0077] The accelerator pedal opening signal processing module receives and parses the vehicle driving mode determination module's assessment of whether the vehicle is currently in autonomous cruise control mode. Based on this assessment, it determines the driver's required speed and calculates the required torque. Using the calculated required speed and the calibrated correspondence between pedal opening and required torque, it converts the required torque into a required accelerator pedal opening and controls the driver's original input accelerator pedal opening signal. It then uses the required torque to determine the required accelerator pedal opening, sets accelerator pedal opening ranges, and applies scaling limits to different ranges to centralize the accelerator pedal operating range, thereby scaling the acquired actual accelerator pedal opening.

[0078] The accelerator pedal opening signal processing module includes a driving mode and demand analysis module, a demand torque calculation module, and a demand opening control module. It is used to receive and analyze the judgment result of whether the vehicle driving mode judgment module has entered the autonomous cruise control mode, and to perform preliminary calculation and control of the driver's demand speed and torque based on the result.

[0079] ① Driving Mode and Requirement Analysis Module

[0080] The rolling mean Z-score of the vehicle speed calculated in the vehicle speed determination module is differentially processed to obtain the rate of change. A sliding window is used to determine the moment when the rate of change switches between positive and negative values. The rolling mean Z-score of the vehicle speed at that moment is taken as the required vehicle speed for the driver in autonomous cruise control mode. If the conditions for autonomous cruise control are continuously met, the required vehicle speed is transmitted to the required torque calculation module and the required vehicle speed value is used. Otherwise, if the conditions are not met, the required vehicle speed is reset to 0 until the conditions for autonomous cruise control are met again and then recalculated.

[0081] ② Demand Torque Calculation Module

[0082] The calculation of required torque primarily considers wind resistance, rolling resistance, and transmission resistance during vehicle operation. After determining that autonomous cruise control is feasible, the system will provide the driver with the desired speed for the foreseeable future. Using the vehicle dynamics fit relationship between vehicle speed and various driving resistances such as wind resistance, rolling resistance, and transmission resistance, the total resistance during vehicle operation can be calculated. Combined with parameters such as the vehicle's wheel radius, transmission ratio, differential final drive ratio, and transmission efficiency, the engine torque required to maintain the desired speed, i.e., the required torque, can be calculated.

[0083] Understandably, the vehicle dynamics fitting formula for the relationship between vehicle speed and driving resistance is as follows:

[0084] F = F w +F r +F j

[0085] Where F is the total resistance, F w For wind resistance, F r For rolling resistance, F j To increase resistance.

[0086]

[0087] Where T is the engine power torque, i.e., the required torque; F is the total resistance; r is the vehicle tire radius; η is the transmission efficiency; and i is the final reduction ratio. This is the transmission ratio.

[0088] ③ Demand Opening Control Module

[0089] Based on the calculated engine torque requirement and the engine's real-time RPM during vehicle operation, the required torque can be further converted into the required accelerator pedal opening by consulting the engine's mechanical output MAP. Essentially, vehicle speed is directly controlled by adjusting the accelerator pedal opening; therefore, it is necessary to accurately determine the accelerator pedal opening required to maintain the desired speed for precise driver control. After obtaining the required accelerator pedal opening, the accelerator pedal opening range is divided. It can be understood that the required accelerator pedal opening is a value between (0, 100). Therefore, the accelerator pedal opening is divided into two ranges: the first range is from 0 to the required accelerator pedal opening, and the second range is from the required accelerator pedal opening to 100.

[0090] Based on the division of accelerator pedal opening ranges, the actual accelerator pedal opening of the driver (i.e., the original input accelerator pedal opening) is appropriately scaled. For example, when the driver's actual accelerator pedal opening is within the first opening range, the range from 0 to the desired accelerator pedal opening is scaled proportionally to 10 to the desired pedal opening, and the actual accelerator pedal opening needs to be adjusted accordingly. When the driver's actual accelerator pedal opening is within the second opening range, the range from the desired accelerator pedal opening to 100 is scaled proportionally to the desired pedal opening to 60, and the actual accelerator pedal opening needs to be adjusted accordingly. The purpose of this operation is to concentrate the distribution range of the driver's actual accelerator pedal opening based on the desired accelerator pedal opening, reduce the amplitude of fluctuations in the driver's actual accelerator pedal opening, reduce drastic changes in engine torque, and make the distribution of engine operating points more concentrated and stable. This invention does not limit the numerical values ​​of the desired pedal opening and the scaled opening range; these values ​​can be adjusted up or down based on the obtained actual opening value.

[0091] (iv) Accelerator pedal opening correction module

[0092] Using a parameter correction algorithm, the accelerator pedal opening after scaling control by the accelerator pedal opening signal calculation module is corrected based on parameters such as changes in slope, vehicle operating parameters, and the driver's required speed during actual road driving.

[0093] The accelerator pedal opening correction module includes a vehicle speed correction module and a slope correction module. Based on the accelerator pedal opening signal calculation module, the driver's required vehicle speed information is calculated and controlled. Combined with the actual vehicle speed and road slope changes, the accelerator pedal opening after scaling control by the required opening control module in the accelerator pedal opening signal calculation module is quantitatively corrected.

[0094] ①Speed ​​correction module

[0095] The difference between the driver's desired speed and the actual speed is calculated. In order to make the current actual speed approach the desired speed, the required torque is quantitatively adjusted up and down based on the vehicle's driving resistance torque, thereby controlling the value of the scaled accelerator pedal opening.

[0096] Based on the previously obtained driver-demanded speed value, when the current actual speed is less than the demand speed, the accelerator pedal opening after calculation and control is appropriately increased based on the disparity value. Conversely, when the current actual speed is greater than the demand speed, the accelerator pedal opening after calculation and control is appropriately decreased. For example, no correction is made for speed differences less than 0.5 km / h; for speed differences between 0.5 and 2 km / h, a correction torque of 20-30 Nm is applied; and for speed differences greater than 2 km / h, a correction torque of 30 Nm or more is applied. Different engine and vehicle models require different correction rules; specific values ​​should be obtained by combining the vehicle's pre-calibrated mechanical output MAP. By using the difference between the demand speed and the actual speed, the accelerator pedal opening after scaling control by the demand opening control module is corrected, resulting in a speed-corrected accelerator pedal opening. This ensures that the vehicle speed during autonomous cruise control can be better maintained around the demand speed calculated by the driving mode and the demand analysis module.

[0097] ②Slope Correction Module

[0098] Based on road gradient values ​​and vehicle dynamics models, slope resistance is calculated. Similar to converting wind resistance, rolling resistance, and other driving resistances into engine torque, slope resistance is converted into engine torque. Based on this value, the updated resistance torque (after incorporating slope resistance) is compared with the required torque before the update. Combined with the engine's mechanical output MAP, this engine torque is converted into a corresponding accelerator pedal opening. This accelerator pedal opening value is then used to further adjust the accelerator pedal opening, which has been corrected by the vehicle speed correction module. For example, when the engine is running at 1200 r / min, a 0.5° change in slope results in a 200 Nm torque difference. The accelerator pedal opening value needs to be adjusted accordingly based on the slope. A positive slope indicates the vehicle is going uphill, requiring a slight increase in the accelerator pedal opening value; a negative slope indicates the vehicle is going downhill, requiring a slight decrease in the accelerator pedal opening value. Different engine and vehicle models require different correction values. This slope-corrected accelerator pedal opening allows the autonomous cruise control algorithm to adapt to real-time changes in road gradient.

[0099] Understandably, the vehicle dynamics formula and torque conversion formula are as follows:

[0100] F′=F w +F r +F j +M car gsinθ

[0101] Where F′ is the corrected total resistance, F w For wind resistance, F r For rolling resistance, F j To increase resistance, M car Let g be the vehicle mass, g be the acceleration due to gravity, and θ be the road slope.

[0102]

[0103] Where T′ is the corrected engine torque, i.e., the corrected required torque; F′ is the corrected total resistance; r is the vehicle tire radius; η is the transmission efficiency; and i is the final reduction ratio. This is the transmission ratio.

[0104] (V) Driver Demand Dynamic Compensation Module

[0105] Taking into account the vehicle's operating status after autonomous cruise control and the driver's real-time operation during autonomous cruise control, it is determined whether the driver has engaged in characteristic operations such as completely releasing the accelerator pedal to coast or continuously and significantly pressing the accelerator pedal. Based on this, the accelerator pedal opening correction module is dynamically compensated to meet the real-time changes in the driver's needs.

[0106] The driver demand dynamic compensation module can first determine whether the driver has completely released the accelerator pedal and coasted. If so, the vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. If not, it determines whether the driver has significantly and continuously pressed the accelerator pedal. If so, the vehicle controller directly responds to the driver's actual significant and continuous pressing of the accelerator pedal. If not, it transmits the accelerator pedal opening signal corrected by the accelerator pedal opening correction module to the vehicle controller for execution.

[0107] The determination of a driver's complete release of the accelerator pedal for coasting involves: judging the actual opening degree of the driver's accelerator pedal; if it is less than a set pedal opening threshold, a coasting delay state is entered and a timer begins; when the duration of this state exceeds the time threshold, the vehicle enters a coasting state, at which point it is determined that the driver has completely released the accelerator pedal for coasting, and the vehicle controller directly responds to the driver's actual release of the accelerator pedal for coasting; otherwise, it is determined that the driver has not completely released the accelerator pedal for coasting, and further judgment is made as to whether the driver has continuously and significantly pressed the accelerator pedal.

[0108] The determination of a driver's sustained and significant accelerator pedal depressing operation involves: determining the current accelerator pedal opening degree; if it exceeds a set pedal opening threshold, a significant depressing response delay state is initiated and a timer begins. If the driver remains in this state for an extended period exceeding the threshold, a significant depressing response state is entered, indicating a sustained and significant accelerator pedal depressing operation by the driver. Conversely, if the driver's accelerator pedal opening degree is not exceeded, it is determined that no sustained and significant accelerator pedal depressing operation is performed, and the corrected accelerator pedal opening signal from step S6 (accelerator pedal opening correction module) is transmitted to the vehicle controller for execution.

[0109] After the algorithms of the four modules—vehicle operation parameter acquisition module, vehicle driving mode judgment module, accelerator pedal opening signal calculation module, and accelerator pedal opening correction module—are executed, the vehicle can achieve stable driving within a certain range of the predetermined target speed under ideal conditions. However, road conditions may change in real time, with situations of smooth traffic or traffic congestion. In actual driving, different individual drivers may have different acceleration or deceleration needs based on the target speed. The system determines whether the driver has engaged in characteristic operations such as completely releasing the accelerator pedal to coast or continuously and significantly pressing the accelerator pedal. Based on this, the accelerator pedal opening correction module dynamically compensates for the corrected accelerator pedal opening, meeting the dynamic needs of different drivers under specific conditions.

[0110] Based on the programs and algorithms of the above five modules, this invention determines the driver's driving mode and driving needs according to the vehicle's real-time speed and the driver's operation behavior on the accelerator pedal, brake pedal, etc., and thus determines whether to enter the autonomous cruise control mode; by calculating the changes in vehicle resistance and the driver's power demand, it automatically adapts to the driver's speed requirements in different cruise scenarios; it can maintain a constant vehicle speed in specific driving scenarios without the need for additional driver operation, and even save energy consumption, thereby enhancing the vehicle's intelligence level and improving the practicality of the autonomous cruise control function.

[0111] The autonomous cruise control method proposed in this invention, based on the aforementioned adaptive driver requirements, is as follows: Figure 2 As shown, the specific implementation process is as follows:

[0112] S1: Real-time monitoring of various parameters during vehicle operation.

[0113] The vehicle's ECU controller is used to acquire parameters during real-time operation, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road gradient.

[0114] S2: Determine whether the conditions for autonomous cruise control are met based on the current actual vehicle speed, its rolling variance, and brake pedal operation.

[0115] Using the current actual vehicle speed obtained in step S1, the rolling variance and the rolling mean of the Z-score of the vehicle speed are calculated using a sliding window. When the vehicle speed is greater than the set vehicle speed threshold, the rolling variance of the vehicle speed is less than the set vehicle speed variance threshold, and there is no brake pedal operation, the conditions for autonomous cruise control are determined, and the adaptive cruise control mode is entered, continuing to execute step S3; otherwise, if the conditions are not met, the vehicle controller directly responds to the driver's actual operation.

[0116] S3: Determine the driver's required vehicle speed and calculate the required torque.

[0117] The rolling mean Z-score of the vehicle speed obtained in step S2 is differentially processed to calculate the rate of change. A sliding window is used to determine the moment when the rate of change switches between positive and negative values. The rolling mean Z-score of the vehicle speed at this moment is taken as the required vehicle speed for the driver in autonomous cruise control mode. If the judgment result of step S2 continues to meet the conditions for autonomous cruise control in subsequent moments, the required vehicle speed value is continuously used; otherwise, if the conditions are not met, the required vehicle speed is reset to 0 until the conditions for autonomous cruise control are met again and then recalculated. Then, using the vehicle dynamics fitting relationship between vehicle speed and wind resistance, rolling resistance, and transmission resistance, the wheel end resistance during vehicle operation can be calculated using the required vehicle speed. Combined with parameters such as the vehicle's wheel radius, transmission ratio and efficiency, and differential final reduction ratio, the wheel end resistance can be converted into the engine torque required for the vehicle to maintain the required vehicle speed, i.e., the required torque.

[0118] S4: Based on the driver's required torque, determine the required accelerator pedal opening and set the accelerator pedal opening range.

[0119] Based on the engine torque demand obtained in step S3, and combined with the engine's real-time speed during vehicle operation, the demand torque can be converted into the required accelerator pedal opening by consulting the engine mechanical output MAP. Then, using the obtained required accelerator pedal opening, the accelerator pedal opening range is defined.

[0120] For example, if the required accelerator pedal opening is a value between (0, 100), the accelerator pedal opening is divided into two intervals: the first interval is from 0 to the required accelerator pedal opening, and the second interval is from the required accelerator pedal opening to 100.

[0121] S5: Set scaling limit coefficients for different intervals to concentrate the accelerator pedal working range.

[0122] Based on the accelerator pedal opening range defined in step S4, the actual accelerator pedal opening obtained in step S1 is scaled and adjusted proportionally. The purpose of this step is to concentrate the actual accelerator pedal opening range according to the required accelerator pedal opening, reduce the amplitude of fluctuations in the actual accelerator pedal opening, reduce drastic changes in engine torque, and make the distribution of engine operating points more concentrated and stable. After adjusting the actual accelerator pedal opening to obtain the scaled accelerator pedal opening, step S6 is executed.

[0123] For example: when the driver's actual accelerator pedal opening is within the first opening range, the range from 0 to the required accelerator pedal opening is scaled proportionally to 10 to the required pedal opening, and the driver's actual accelerator pedal opening also needs to be adjusted accordingly; when the driver's actual accelerator pedal opening is within the second opening range, the range from the required accelerator pedal opening to 100 is scaled proportionally to the required pedal opening to 60, and the driver's actual accelerator pedal opening also needs to be adjusted accordingly.

[0124] S6: Based on the difference between actual and required vehicle speed, as well as road gradient values, pedal compensation correction is set.

[0125] Using a parameter correction algorithm, based on the driver's required vehicle speed obtained in step S3, and combined with the actual vehicle speed and road gradient changes, a quantitative correction is made to the accelerator pedal opening after scaling adjustment in step S5.

[0126] Speed ​​Correction: Based on the required speed obtained in step S3, calculate the difference between the current actual speed and the required speed. If the current actual speed is less than the required speed, adjust the accelerator pedal opening (scaled and adjusted in step S5) by a small amount, depending on the magnitude of the difference. If the current actual speed is greater than the required speed, adjust the accelerator pedal opening (scaled and adjusted in step S5) by a small amount, conversely, by a small amount. For example, if the speed difference is less than 0.5 km / h, no correction is made; if the speed difference is 0.5-2 km / h, the correction torque is 20-30 Nm, corresponding to an opening value of 2-5; if the speed difference is greater than 2 km / h, the correction torque is greater than 30 Nm, corresponding to an opening value of 5 or greater. The purpose of this step is to maintain the vehicle speed during autonomous cruise control around the required speed calculated in step S3 by adjusting the accelerator pedal opening (scaled and adjusted in step S5).

[0127] Slope Correction: Based on the road slope value and vehicle dynamics model, slope resistance is calculated. Similar to the method used in step S3 to convert driving resistances such as wind resistance and rolling resistance into engine torque, slope resistance is converted into engine torque. Based on this value and the engine's mechanical output MAP, the engine torque is converted into a corresponding accelerator pedal opening. This accelerator pedal opening value is then used to further correct the accelerator pedal opening after the vehicle speed correction. For example, if the slope is positive and the vehicle is going uphill, the calculated torque from the slope resistance is 200 Nm, so the opening value is increased appropriately; conversely, if the slope is negative and the vehicle is going downhill, the opening value is decreased appropriately. After obtaining the accelerator pedal opening corrected for road slope, proceed to step S7.

[0128] S7: Set the judgment and response for large pedal pressure and pedal release gliding.

[0129] During cruise control, drivers may engage in two extreme pedal maneuvers: completely releasing the accelerator pedal to coast and continuously and forcefully pressing the accelerator pedal. Coasting occurs when the driver encounters a long downhill slope or feels the current speed is still too high; forceful pressing occurs when the driver encounters a long uphill slope or feels the current speed is still too low. Dynamic compensation needs to be implemented to address these needs.

[0130] In actual driving, different individual drivers will have different needs for acceleration or deceleration based on the target speed. It is determined whether the driver has the characteristic operation of completely releasing the accelerator pedal to coast or pressing the accelerator pedal continuously and significantly. Based on this, the accelerator pedal opening after the vehicle speed and slope correction in step S6 is dynamically compensated to meet the dynamic needs of different drivers in specific situations.

[0131] The system determines whether the driver has released the accelerator pedal to coast or significantly and continuously pressed it during autonomous cruise control. If neither is present, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution. If either is present, the autonomous cruise control mode is exited, and the vehicle controller directly responds to the driver's actual accelerator pedal opening. Specifically, it first determines whether the driver has completely released the accelerator pedal to coast. If so, the autonomous cruise control mode is exited, and the vehicle controller directly responds to the driver's actual accelerator pedal release and coasting operation. If not, it determines whether the driver has significantly and continuously pressed the accelerator pedal. If so, the autonomous cruise control mode is exited, and the vehicle controller directly responds to the driver's actual significant and continuous accelerator pedal pressing operation. If not, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution.

[0132] Determining if the driver fully releases the accelerator pedal for coasting: The system determines the actual accelerator pedal opening. If it's less than a set threshold (e.g., 5), a coasting delay state begins, and a timer starts. If the driver remains in this state for longer than a threshold (e.g., 1 second), the system enters coasting mode, indicating a full release of the accelerator pedal. The autonomous cruise control mode is then discontinued, and the vehicle controller directly responds to the driver's actual release of the accelerator pedal. If the actual accelerator pedal opening exceeds the threshold (e.g., 5), both states are exited, and the determination is repeated. Conversely, if the actual accelerator pedal opening is less than the threshold, it's determined that the driver did not fully release the accelerator pedal for coasting, and further investigation is conducted to determine if the driver continuously and significantly depresses the accelerator pedal.

[0133] Determining if the driver continuously and significantly depresses the accelerator pedal: The system determines the current accelerator pedal opening. If it exceeds a set threshold (e.g., 80), a large-scale depress response delay state begins, and a timer starts. If the driver remains in this state for more than a time threshold (e.g., 1 second), a large-scale depress response state is entered. At this point, it's determined that the driver has continuously and significantly depressed the accelerator pedal, and the autonomous cruise control mode is exited. The vehicle controller directly responds to the driver's actual continuous and significant accelerator pedal depressing. If the actual accelerator pedal opening is less than the threshold (e.g., 80), both states are exited, and the determination is repeated (the pedal opening and time thresholds are not fixed and can be adjusted according to actual conditions). Conversely, if the actual accelerator pedal opening is less than the threshold, it's determined that the driver has not continuously and significantly depressed the accelerator pedal, and the corrected accelerator pedal opening signal from step S6 is transmitted to the vehicle controller for execution.

[0134] Although the functions and working processes of the present invention have been described above in conjunction with the accompanying drawings, the present invention is not limited to the specific functions and working processes described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims, and all of these are within the protection scope of the present invention.

Claims

1. An autonomous cruise control system that adapts to driver needs, characterized in that, It includes a vehicle operating parameter acquisition module, a vehicle driving mode judgment module, an accelerator pedal opening signal calculation module, an accelerator pedal opening correction module, and a driver demand dynamic compensation module. The vehicle operation parameter acquisition module uses the vehicle ECU to acquire parameters during vehicle operation in real time, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road slope. The vehicle driving mode determination module uses a pattern recognition algorithm to determine the driver's current driving mode and driving needs based on the real-time received vehicle parameters, and to determine whether the conditions for autonomous cruise control are met. If the conditions are met, the module will determine whether to enter the autonomous cruise control mode. If the conditions are not met, the vehicle controller will directly respond to the driver's actual operation. The accelerator pedal opening signal processing module is used to determine the required vehicle speed and calculate the required torque when the driver is autonomously cruise. Based on the driver's required torque, it looks up the required accelerator pedal opening and sets the accelerator pedal opening range. Different ranges are set with scaling limit coefficients to centralize the accelerator pedal working range and perform scaling control on the actual accelerator pedal opening obtained from the driver. The accelerator pedal opening correction module uses a parameter correction algorithm to correct the accelerator pedal opening after scaling control based on the changes in slope, vehicle operating parameters and the driver's required speed during actual road driving. The driver demand dynamic compensation module comprehensively considers the vehicle's operating status after autonomous cruise control and the driver's real-time operation during autonomous cruise control. It determines whether the driver has the characteristic operation of completely releasing the accelerator pedal to coast or continuously pressing the accelerator pedal significantly. Based on this, it performs dynamic response compensation on the accelerator pedal opening corrected by the accelerator pedal opening correction module.

2. The autonomous cruise control system for adaptive driver needs according to claim 1, characterized in that, The vehicle driving mode determination module includes a vehicle driving speed determination module and a driver pedal operation determination module, which are used to identify vehicle operation signals and driver operation signals, respectively, to determine the current vehicle driving status mode and whether the conditions for autonomous cruise control are met. The vehicle speed determination module uses the real-time acquired current actual vehicle speed and a sliding window to calculate the rolling variance of the vehicle speed and the rolling mean of the Z-score of the vehicle speed, respectively. If the vehicle speed is greater than the set vehicle speed threshold and the rolling variance of the vehicle speed is less than the set vehicle speed variance threshold, the driver pedal operation judgment module is used to judge the pedal; if the vehicle speed is less than the set vehicle speed threshold or the rolling variance of the vehicle speed is greater than the set vehicle speed variance threshold, the vehicle controller directly responds to the driver's actual operation. The driver pedal operation judgment module is used to identify whether the driver has brake pedal operation. If there is no brake pedal operation, it is determined that the conditions for autonomous cruise control are met, and the judgment result is sent to the accelerator pedal opening signal calculation module. If the brake pedal is operated, it is determined that the conditions for autonomous cruise control are not met, and the vehicle controller directly responds to the driver's actual operation.

3. The autonomous cruise control system for adaptive driver needs according to claim 1, characterized in that, The accelerator pedal opening signal processing module includes a driving mode and demand analysis module, a demand torque calculation module, and a demand opening control module. It is used to receive and analyze the judgment result of whether the vehicle driving mode judgment module has entered the autonomous cruise mode, and to perform preliminary calculation and control of the driver's demand speed and demand torque based on the result. The driving mode and demand analysis module is used to perform differential processing on the rolling mean of the Z-score of the vehicle speed calculated by the vehicle speed judgment module to obtain the rate of change. The sliding window is used to determine the moment when the rate of change switches between positive and negative. The rolling mean of the Z-score of the vehicle speed at this moment is taken as the vehicle speed required by the driver in the autonomous cruise control mode. If the conditions for autonomous cruise control are continuously met, the required vehicle speed is transmitted to the demand torque calculation module and the value of the required vehicle speed is used. Otherwise, if the conditions are not met, the required vehicle speed is reset to 0 until the conditions for autonomous cruise control are met again and then calculated and determined. The required torque calculation module uses the vehicle dynamics fitting relationship between vehicle speed and wind resistance, rolling resistance and transmission resistance to calculate the engine torque required for the vehicle to maintain the required vehicle speed, i.e., the required torque. The demand accelerator pedal opening control module, based on the engine's required torque and the engine's real-time speed during vehicle operation, converts the required torque into the required accelerator pedal opening by checking the engine's mechanical output MAP, divides the accelerator pedal opening range, and accordingly performs scaling control on the obtained actual accelerator pedal opening of the driver.

4. The autonomous cruise control system for adaptive driver needs according to claim 1, characterized in that, The accelerator pedal opening correction module includes a vehicle speed correction module and a slope correction module. Based on the accelerator pedal opening signal calculation module, the required vehicle speed information of the driver is obtained by calculation and control. The accelerator pedal opening after scaling control by the accelerator pedal opening signal calculation module is quantitatively corrected in combination with the actual vehicle speed and road slope changes. The vehicle speed correction module calculates the difference between the driver's desired speed and the actual speed. When the actual speed is less than the desired speed, the accelerator pedal opening is increased appropriately depending on the magnitude of the difference. When the actual speed is greater than the desired speed, the accelerator pedal opening is decreased appropriately, in the opposite manner, so that the vehicle speed during autonomous cruise control is maintained at or around the desired speed. The slope correction module calculates the slope resistance based on the road slope value and the vehicle dynamics model. Similar to the method of converting driving resistance into engine torque, the slope resistance is converted into engine torque. Combined with the engine mechanical output MAP, the engine torque is converted into the corresponding accelerator pedal opening. Based on this accelerator pedal opening value, the accelerator pedal opening, which has been corrected by the vehicle speed correction module, is further corrected.

5. The autonomous cruise control system for adaptive driver needs according to claim 1, characterized in that, The driver demand dynamic compensation module first determines whether the driver has completely released the accelerator pedal and coasted. If so, the vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. If not, it determines whether the driver has significantly and continuously pressed the accelerator pedal. If so, the vehicle controller directly responds to the driver's actual significant and continuous pressing of the accelerator pedal. If not, it transmits the accelerator pedal opening signal corrected by the accelerator pedal opening correction module to the vehicle controller for execution.

6. The autonomous cruise control system for adaptive driver needs according to claim 5, characterized in that, Determining if the driver has fully released the accelerator pedal and is coasting: The system determines the actual opening of the accelerator pedal. If it is less than a set pedal opening threshold, a coasting delay state is entered and a timer begins. If the duration of this state exceeds the time threshold, the system enters the coasting state, indicating that the driver has fully released the accelerator pedal and is coasting. The vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. Conversely, if the driver has fully released the accelerator pedal and is coasting, the system determines that the driver has not fully released the accelerator pedal and is further determining whether the driver has continuously and significantly pressed the accelerator pedal. Determining if the driver continuously and significantly depresses the accelerator pedal: The system determines the current accelerator pedal opening. If it exceeds a set threshold, a large-scale depress response delay state is initiated and a timer begins. If the driver continues in this state for more than the time threshold, a large-scale depress response state is entered, indicating that the driver has continuously and significantly depressed the accelerator pedal. The vehicle controller then directly responds to the actual large-scale and continuous depressing of the accelerator pedal. Conversely, if the driver does not continuously and significantly depress the accelerator pedal, the corrected accelerator pedal opening signal from the accelerator pedal opening correction module is transmitted to the vehicle controller for execution.

7. An autonomous cruise control method that adapts to driver needs, characterized in that, Includes the following steps: S1: Real-time monitoring of various parameters during vehicle operation; The vehicle's ECU is used to obtain parameters during real-time operation, including vehicle speed, accelerator pedal opening, brake pedal opening, gear position, and road gradient. S2: Determine whether the conditions for autonomous cruise control are met based on the current actual vehicle speed, its rolling variance, and brake pedal operation. Using the current actual vehicle speed obtained in step S1, the rolling variance of the vehicle speed and the rolling mean of the Z-score of the vehicle speed are calculated by combining the sliding window. When the vehicle speed is greater than the set vehicle speed threshold, the rolling variance of the vehicle speed is less than the set vehicle speed variance threshold, and there is no brake pedal operation, it is determined that the conditions for autonomous cruise control are met, and the autonomous cruise control mode is entered, and step S3 is continued. Otherwise, if the conditions are not met, the vehicle controller directly responds to the driver's actual operation. S3: Determine the driver's required vehicle speed and calculate the required torque. The rolling mean Z-score of the vehicle speed obtained in step S2 is differentially processed to obtain the rate of change. The moment when the rate of change switches between positive and negative is determined by using a sliding window. The rolling mean Z-score of the vehicle speed at that moment is taken as the required vehicle speed for the driver in autonomous cruise control mode. Then, the engine torque required for the vehicle to maintain the required vehicle speed is calculated by using the vehicle dynamics fitting relationship between vehicle speed and wind resistance, rolling resistance and transmission resistance. S4: Based on the driver's required torque, reverse the required accelerator pedal opening and set the accelerator pedal opening range. Based on the engine required torque obtained in step S3, combined with the engine's real-time speed during vehicle operation, the required torque is converted into the required accelerator pedal opening by checking the engine mechanical output MAP. Then, the required accelerator pedal opening range is divided using the required accelerator pedal opening. S5: Set scaling limit coefficients for different intervals to concentrate the accelerator pedal working range. Based on the accelerator pedal opening range defined in step S4, the actual accelerator pedal opening obtained in step S1 is scaled and adjusted by a certain ratio. S6: Based on the difference between actual and required vehicle speed, as well as road gradient values, pedal compensation correction is set. Using a parameter correction algorithm, based on the driver's required vehicle speed obtained in step S3, and combined with the actual vehicle speed and road gradient changes, a quantitative correction is made to the accelerator pedal opening after scaling adjustment in step S5. S7: Set the judgment and response for large pedal pressure and pedal release gliding. Determine whether the driver has completely released the accelerator pedal to coast or has continuously and significantly pressed the accelerator pedal during the autonomous cruise control process. If neither of these occurs, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution; if it does, the vehicle controller directly responds to the driver's actual accelerator pedal opening.

8. The autonomous cruise control method for adaptive driver needs according to claim 7, characterized in that, Step S6 sets pedal compensation correction based on the difference between actual and required vehicle speed, as well as the road gradient value. The specific process is as follows: Speed ​​correction: Based on the driver's required speed obtained in step S3, calculate the difference between the current actual speed and the required speed. If the current actual speed is less than the required speed, depending on the size of the difference, appropriately increase the accelerator pedal opening after scaling adjustment in step S5; if the current actual speed is greater than the required speed, the opposite is true, and appropriately decrease the accelerator pedal opening after scaling adjustment in step S5. Slope correction: Based on the road slope value and vehicle dynamics model, the slope resistance is calculated and converted into engine torque. Combined with the engine mechanical output MAP, the engine torque is converted into the corresponding accelerator pedal opening. Based on this accelerator pedal opening value, the accelerator pedal opening after the vehicle speed correction is further corrected.

9. The autonomous cruise control method for adaptive driver needs according to claim 7, characterized in that, In step S7, it is first determined whether the driver has completely released the accelerator pedal and coasted. If the driver has completely released the accelerator pedal and coasted, the vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. If the driver has not completely released the accelerator pedal and coasted, it is determined whether the driver has significantly and continuously pressed the accelerator pedal. If the driver has significantly and continuously pressed the accelerator pedal, the vehicle controller directly responds to the driver's actual significant and continuous pressing of the accelerator pedal. If the driver has not significantly and continuously pressed the accelerator pedal, the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution.

10. The autonomous cruise control method for adaptive driver needs according to claim 9, characterized in that, Determining if the driver has fully released the accelerator pedal and is coasting: The system determines the actual opening of the accelerator pedal. If it is less than a set pedal opening threshold, a coasting delay state is entered and a timer begins. If the duration of this state exceeds the time threshold, the system enters the coasting state, indicating that the driver has fully released the accelerator pedal and is coasting. The vehicle controller directly responds to the driver's actual release of the accelerator pedal and coasting operation. Conversely, if the driver has fully released the accelerator pedal and is coasting, the system determines that the driver has not fully released the accelerator pedal and is further determining whether the driver has continuously and significantly pressed the accelerator pedal. Determining if the driver continuously and significantly depresses the accelerator pedal: Determine the current accelerator pedal opening. If it exceeds a set pedal opening threshold, enter a large-scale depress response delay state and start timing. If the driver continues in this state for longer than the time threshold, enter a large-scale depress response state. At this time, it is determined that the driver has continuously and significantly depressed the accelerator pedal, and the vehicle controller directly responds to the driver's actual continuous and significant depressing of the accelerator pedal. Otherwise, it is determined that the driver has not continuously and significantly depressed the accelerator pedal, and the accelerator pedal opening signal corrected in step S6 is transmitted to the vehicle controller for execution.

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