Cruise control method, device, equipment and storage medium

Abstract

The present invention belongs to the field of vehicle technology, and discloses a cruise control method, device, equipment and storage medium. The present invention determines the aggressive acceleration value of a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model; determines the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data; determines the acceleration jitter range according to the real-time driving data and a preset differential model; performs acceleration jitter filtering according to the acceleration jitter range and the acceleration target landing point interval, and performs cruise control according to the filtering result. Through the above-mentioned method, fine control of the longitudinal wire-controlled acceleration is achieved during the cruise control process, reducing vehicle jitter, while further ensuring driving safety and improving the user's driving experience.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a cruise control method, device, equipment and storage medium. Background Art

[0002] As cars enter ordinary families, the number of working conditions that vehicles have to deal with has begun to increase dramatically. To adapt to the driving needs of the times, vehicles have developed various driving assistance functions based on various body sensors, body actuators and body controllers. Among them, the use of autonomous driving cruise on the road makes the driving experience of the car intelligent and convenient. With the popularization of passenger cars and the expansion of public roads, the road scenes encountered by vehicle driving conditions have also become increasingly complex, including multi-story elevated roads, long tunnels, culverts, etc. How to make vehicle control more linear and closer to human operation, and ensure fine control of acceleration during cruise control is a problem that needs to be solved urgently.

[0003] The above contents are only used to assist in understanding the technical solution of the present invention and do not constitute an admission that the above contents are prior art. Summary of the invention

[0004] The main purpose of the present invention is to provide a cruise control method, device, equipment and storage medium, aiming to solve the technical problem of how to accurately control the acceleration during the cruise control process in the prior art to make the vehicle control more linear.

[0005] To achieve the above object, the present invention provides a cruise control method, which comprises the following steps:

[0006] Determining an aggressive acceleration value for a preset time period based on real-time driving data of a target vehicle, a target cruising speed of the target vehicle, and a preset proportional model;

[0007] Determining an acceleration target drop point interval according to the aggressive acceleration value, the target cruising speed, and the current displayed speed in the real-time driving data;

[0008] Determining the acceleration jitter range according to the real-time driving data and a preset differential model;

[0009] Acceleration jitter filtering is performed according to the acceleration jitter range and the acceleration target landing point interval, and cruise control is performed according to the filtering result.

[0010] Optionally, determining the aggressive acceleration value for a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model includes:

[0011] Calculating a speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle to determine a speed dynamic difference;

[0012] Determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time;

[0013] An aggressive acceleration value for a preset time period is determined according to the real-time driving data, the target cruising speed, the proportional control time quantity, and a preset proportional model.

[0014] Optionally, determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time includes:

[0015] Classify the state according to the speed dynamic difference to determine the deceleration state dynamic difference and the acceleration state dynamic difference;

[0016] Calculate the difference between the dynamic difference of the deceleration state and the preset unit time to determine the deceleration time quantity;

[0017] Calculate the difference between the acceleration state dynamic difference and the preset unit time to determine the acceleration time quantity;

[0018] The proportional control time quantity is determined according to the deceleration time quantity and the acceleration time quantity.

[0019] Optionally, determining the aggressive acceleration value of a preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity and a preset proportional model includes:

[0020] Comparing the current displayed vehicle speed in the real-time driving data with the target cruising speed;

[0021] When the target cruising speed is not less than the current displayed speed, a calculation is performed based on a first proportional model in a preset proportional model, an acceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed to determine an aggressive acceleration value for a preset time period;

[0022] When the target cruising speed is less than the current displayed speed, the aggressive acceleration value for the preset time period is determined by calculation based on a second proportional model in the preset proportional model, a deceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed.

[0023] Optionally, determining the acceleration target drop point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data includes:

[0024] Determining an acceleration output interval according to the radical acceleration value and a preset acceleration range;

[0025] Determining a target acceleration boundary according to the target cruising speed and the current displayed speed in the real-time driving data;

[0026] Determining an initial acceleration point interval according to the target acceleration boundary and the acceleration output interval;

[0027] The initial acceleration landing point interval is extended to determine the acceleration target landing point interval.

[0028] Optionally, determining the acceleration jitter range according to the real-time driving data and a preset differential model includes:

[0029] determining longitudinal acceleration according to the real-time driving data;

[0030] Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, an upper limit proportional control time coefficient, and a preset differential model to determine an acceleration jitter upper limit;

[0031] Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, a lower limit proportional control time coefficient, and a preset differential model to determine the lower limit of acceleration jitter;

[0032] An acceleration jitter range is determined according to the acceleration jitter upper limit and the acceleration jitter lower limit.

[0033] Optionally, filtering the acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and performing cruise control according to the filtering result, includes:

[0034] Calculating the acceleration difference according to the real-time driving data to determine the instantaneous acceleration difference;

[0035] performing a comparison based on the instantaneous acceleration difference and the acceleration jitter range;

[0036] Determining a target output acceleration according to the comparison result and the acceleration target landing point interval;

[0037] The cruise control is performed according to the target output acceleration.

[0038] In addition, to achieve the above-mentioned purpose, the present invention further provides a cruise control device, the cruise control device comprising:

[0039] A processing module, configured to determine an aggressive acceleration value for a preset time period based on real-time driving data of a target vehicle, a target cruising speed of the target vehicle, and a preset proportional model;

[0040] The processing module is further used to determine the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data;

[0041] The processing module is further used to determine the acceleration jitter range according to the real-time driving data and a preset differential model;

[0042] The control module is used to filter the acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and perform cruise control according to the filtering result.

[0043] In addition, to achieve the above-mentioned purpose, the present invention also proposes a cruise control device, which includes: a memory, a processor, and a cruise control program stored in the memory and executable on the processor, wherein the cruise control program is configured to implement the steps of the cruise control method described above.

[0044] In addition, to achieve the above objective, the present invention further proposes a storage medium, on which a cruise control program is stored, and when the cruise control program is executed by a processor, the steps of the cruise control method described above are implemented.

[0045] The present invention determines the aggressive acceleration value of a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model; determines the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data; determines the acceleration jitter range according to the real-time driving data and a preset differential model; performs acceleration jitter filtering according to the acceleration jitter range and the acceleration target landing point interval, and performs cruise control according to the filtering result. Through the above-mentioned method, the aggressive acceleration value of a preset time period is determined based on the real-time driving data of the target vehicle, the target cruising speed and a preset proportional model, and the acceleration target landing point interval is further determined, the acceleration jitter range is determined using the real-time driving data and a preset differential model, and the acceleration jitter filtering is performed according to the acceleration jitter range and the acceleration landing point interval, so as to achieve fine control of the longitudinal wire acceleration during the cruise control process, reduce vehicle jitter, and further ensure driving safety and enhance the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a structural diagram of a cruise control device in a hardware operating environment involved in an embodiment of the present invention;

[0047] Figure 2It is a flowchart of a first embodiment of a cruise control method of the present invention;

[0048] Figure 3 A schematic flow chart of a second embodiment of a cruise control method according to the present invention;

[0049] Figure 4 A schematic flow chart of a third embodiment of a cruise control method according to the present invention;

[0050] Figure 5 A schematic diagram of acceleration output limitation of an embodiment of a cruise control method of the present invention;

[0051] Figure 6 A schematic diagram of acceleration distribution of an embodiment of a cruise control method of the present invention;

[0052] Figure 7 A schematic diagram of an initial landing point interval of an embodiment of a cruise control method of the present invention;

[0053] Figure 8 A schematic diagram of a target landing point interval of an embodiment of a cruise control method of the present invention;

[0054] Fig. 9 It is a schematic diagram of acceleration capture of an embodiment of a cruise control method of the present invention;

[0055] Fig.10 A schematic diagram of a jitter exceeding the upper limit in an embodiment of a cruise control method of the present invention;

[0056] Fig.11 A schematic diagram of a jitter exceeding a lower limit in an embodiment of a cruise control method of the present invention;

[0057] Fig.12 FIG. 1 is a structural block diagram of a first embodiment of a cruise control device according to the present invention.

[0058] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0059] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0060] Reference Figure 1 , Figure 1 The figure is a schematic diagram of the structure of a cruise control device in a hardware operating environment according to an embodiment of the present invention.

[0061] like Figure 1As shown, the cruise control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0062] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the cruise control device, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0063] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a cruise control program.

[0064] exist Figure 1 In the cruise control device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the cruise control device of the present invention can be set in the cruise control device, and the cruise control device calls the cruise control program stored in the memory 1005 through the processor 1001, and executes the cruise control method provided by the embodiment of the present invention.

[0065] The embodiment of the present invention provides a cruise control method, referring to Figure 2 , Figure 2 The figure is a flow chart of a first embodiment of a cruise control method according to the present invention.

[0066] In this embodiment, the cruise control method includes the following steps:

[0067] Step S10: determining an aggressive acceleration value for a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model.

[0068] It should be noted that the executor of this embodiment is a cruise control device, wherein the cruise control device has functions such as data processing, data communication and program running. The cruise control device can be an integrated controller, a control computer and other devices, and of course it can also be other devices with similar functions, which is not limited in this embodiment.

[0069] It is understandable that the target vehicle refers to a vehicle that is currently cruising at a fixed speed, the real-time driving data includes but is not limited to the driving speed of the target vehicle at each time point, the acceleration at each time point, and the deceleration at each time point, etc. The preset proportional model refers to the P method in the PID (Proportional Integral Derivative) control system, that is, the proportional model constructed by the proportional algorithm, and the target cruising speed refers to the pre-set cruising speed.

[0070] In a specific implementation, a relatively aggressive target acceleration value within a preset time period can be calculated based on the real-time driving data of the target vehicle, the target cruising speed, and a preset proportional model. The relatively aggressive target acceleration value is the aggressive acceleration value.

[0071] Step S20: determining an acceleration target drop point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data.

[0072] It should be noted that the current displayed vehicle speed refers to the instrument speed of the target vehicle. The landing range of AccAim and axvCvAimDynamic can be determined based on the aggressive acceleration value within the preset time period, the target cruising speed and the current displayed vehicle speed. AccAim refers to the target acceleration, axvCvAimDynamic refers to the aggressive acceleration, and the landing range of AccAim and axvCvAimDynamic is the acceleration target landing range.

[0073] Step S30: determining the acceleration jitter range according to the real-time driving data and a preset differential model.

[0074] It should be noted that the preset differential model refers to the differential model constructed based on the D method in the IPD control system, that is, the differential algorithm. The upper limit and lower limit of acceleration jitter can be determined based on real-time driving data and the preset differential model, and the acceleration jitter range can be determined based on the upper limit and lower limit of acceleration jitter.

[0075] Step S40: filtering the acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and performing cruise control according to the filtering result.

[0076] It should be noted that during the cruise control process, the acceleration of the target vehicle must be within the acceleration target landing point range, and the change in the front and rear accelerations should be within the acceleration jitter range. Therefore, the longitudinal acceleration to be output by the target vehicle is filtered based on the acceleration jitter range and the acceleration target landing point range to ensure that the longitudinal acceleration is within the acceleration target landing point range and the jitter caused by the acceleration is within the acceleration jitter range, thereby obtaining the outputtable longitudinal acceleration and performing cruise control based on the outputtable longitudinal acceleration.

[0077] This embodiment determines the aggressive acceleration value of a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model; determines the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data; determines the acceleration jitter range according to the real-time driving data and a preset differential model; performs acceleration jitter filtering according to the acceleration jitter range and the acceleration target landing point interval, and performs cruise control according to the filtering result. In the above manner, based on the real-time driving data of the target vehicle, the target cruising speed and a preset proportional model, the aggressive acceleration value of a preset time period is determined, and the acceleration target landing point interval is further determined, the acceleration jitter range is determined using the real-time driving data and a preset differential model, and the acceleration jitter filtering is performed according to the acceleration jitter range and the acceleration landing point interval, so as to achieve fine control of the longitudinal wire acceleration during the cruise control process, reduce vehicle jitter, and further ensure driving safety and enhance the user's driving experience.

[0078] refer to Figure 3 , Figure 3 FIG. 1 is a flow chart of a second embodiment of a cruise control method according to the present invention.

[0079] Based on the first embodiment, the cruise control method of this embodiment includes, in step S10:

[0080] Step S11: Calculate the speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle to determine the speed dynamic difference.

[0081] It should be noted that the speed difference of the target vehicle at each time point is calculated based on the displayed vehicle speed and the target cruising speed in the real-time driving data, and the dynamic speed difference of the target vehicle can be obtained based on the speed difference between the target cruising speed and the displayed vehicle speed of the target vehicle at each time point.

[0082] Step S12: determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time.

[0083] It should be noted that the preset unit time refers to a pre-set unit time, which can be set according to needs. The proportional control time quantification includes the time quantification of proportional control during acceleration and the time quantification of proportional control during deceleration. In order to accurately obtain the proportional control time quantification of the target vehicle based on the speed dynamic difference and the preset unit time, further, the proportional control time quantification of the target vehicle according to the speed dynamic difference and the preset unit time is determined, including: state classification according to the speed dynamic difference, and determining the deceleration state dynamic difference and the acceleration state dynamic difference; performing difference calculation according to the deceleration state dynamic difference and the preset unit time, and determining the deceleration time quantification; performing difference calculation according to the acceleration state dynamic difference and the preset unit time, and determining the acceleration time quantification; determining the proportional control time quantification according to the deceleration time quantification and the acceleration time quantification.

[0084] It can be understood that the state classification is performed based on the speed difference between the target cruising speed and the displayed speed at each time point to determine the speed dynamic difference of the target vehicle in the acceleration state and the speed dynamic difference in the deceleration state. The speed dynamic difference of the target vehicle in the acceleration state is the acceleration state dynamic difference, and the speed dynamic difference in the detection state is the deceleration state dynamic difference.

[0085] In the specific implementation, the difference calculation is performed based on the dynamic difference of the acceleration state and the preset unit time to determine the time quantity of the proportional control during acceleration, which is the acceleration time quantity P_SSCTauPosVDiff; the difference calculation is performed based on the dynamic difference of the deceleration state and the preset unit time to determine the time quantity of the proportional control during deceleration, which is the deceleration time quantity P_SSCTauNegVDiff. For example, the preset unit time is 10s, the difference between the target cruising speed and the displayed speed at 10:00:00 in the acceleration state is A, and the difference between the target cruising speed and the displayed speed at 10:00:10 is B, then the acceleration time quantity is AB.

[0086] Step S13: determining an aggressive acceleration value for a preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity and a preset proportional model.

[0087] It should be noted that the target vehicle uses different methods to calculate the aggressive acceleration value within the preset time period under different states. In order to accurately calculate the aggressive acceleration value, further, the aggressive acceleration value within the preset time period is determined based on the real-time driving data, the target cruising speed, the proportional control time quantity and the preset proportional model, including: comparing the current displayed vehicle speed in the real-time driving data with the target cruising speed; when the target cruising speed is not less than the current displayed vehicle speed, calculating based on the first proportional model in the preset proportional model, the acceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed vehicle speed to determine the aggressive acceleration value within the preset time period; when the target cruising speed is less than the current displayed vehicle speed, calculating based on the second proportional model in the preset proportional model, the deceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed vehicle speed to determine the aggressive acceleration value within the preset time period.

[0088] It can be understood that when the target cruising speed vset is not less than the current displayed speed vdisplay, the first proportional model in the preset proportional model, the acceleration time quantity, the target cruising speed and the current displayed speed are used to calculate and determine the aggressive acceleration value within the preset time period; when the target cruising speed is less than the current displayed speed, the second proportional model in the preset proportional model, the deceleration time quantity, the target cruising speed and the current displayed speed are used to calculate and determine the aggressive acceleration value within the preset time period. The specific calculation method of the aggressive acceleration value is: ,in is the aggressive acceleration value.

[0089] This embodiment determines the speed dynamic difference by calculating the speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle; determines the proportional control time quantity of the target vehicle according to the speed dynamic difference and the preset unit time; and determines the radical acceleration value of the preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity and the preset proportional model. In this way, the accuracy of the radical acceleration value solution within the preset time period is guaranteed.

[0090] refer to Figure 4 , Figure 4 FIG. 1 is a flow chart of a second embodiment of a cruise control method according to the present invention.

[0091] Based on the first embodiment, the cruise control method of this embodiment includes, in step S20:

[0092] Step S21: determining an acceleration output interval according to the radical acceleration value and a preset acceleration range.

[0093] It should be noted that, during the driving of the target vehicle, when the driver does not intervene and the current acceleration of the target vehicle is greater than the target acceleration AccAim, the boundary value of the target acceleration comfort upper limit AccAimComfortBandUpperValue will be used as the target value of the acceleration. In this embodiment, the interval of the target acceleration is defined as the target acceleration comfort lower limit AccComfortBandLowerValue ≤ AccAim ≤ target acceleration comfort upper limit AccAimComfortBandUpperValue.

[0094] It can be understood that the principle is to output a smaller target value according to the acceleration: LowerLimitation:

[0095] AccAimdynamic = Max (P_SSCaLowerLimitAcc target acceleration lower limit, AccAimDynamic); UpperLimitation: AccAim = Min (P_SSCaUpperLimitAcc target acceleration upper limit, AccAimDynamic), as follows Figure 5 shown.

[0096] In a specific implementation, the acceleration output interval is determined based on the target acceleration interval and the acceleration output principle, and the target acceleration interval and the acceleration output principle are the preset acceleration range.

[0097] It should be noted that, in order to ensure accuracy in actual value selection, it is necessary to collect several sets of known AccAim intervals and AccAimDynamic data. As long as the AccAim value ratio of 1 / P_SSCTauNegVDiff or the AccAimDynamic value ratio of 1 / P_SSCTauPosVDiff is met, it will be sufficient. Take one of the sets of data, and the performance in the AccAim=[P_LowerLimitAcc, P_UpperLimitAcc] interval is as follows Figure 6 shown.

[0098] Step S22: determining a target acceleration boundary according to the target cruising speed and the current displayed speed in the real-time driving data.

[0099] It should be noted that when the current displayed vehicle speed is high, that is, when the current displayed vehicle speed is greater than the target cruising speed, the maximum acceleration upper limit boundary axvBandMinAbsValue is set to k1; when the current displayed vehicle speed is not greater than the target cruising speed, the maximum acceleration upper limit boundary axvBandMinAbsValue is set to k2. The maximum acceleration upper limit boundary is the target acceleration boundary.

[0100] Step S23: determining an acceleration initial landing point interval according to the target acceleration boundary and the acceleration output interval.

[0101] It should be noted that, subject to the performance of the landing point at the boundary of BandMinAbsValue and BandMaxAbsValue, the horizontal interval is within [P_LowerLimitAxvCv, P_UpperLimitAxvCv], thereby obtaining the initial landing point area of ​​AccAim and axvCvAimDynamic. The initial landing point area of ​​AccAim and axvCvAimDynamic is the initial landing point interval of acceleration, and the distribution is as follows Figure 7 shown.

[0102] Step S24: expanding the initial acceleration landing point interval to determine the acceleration target landing point interval.

[0103] It should be noted that when AccAim falls in the area where the difference between the Max area and the Min area is small, an extended area (Δ interval) needs to be set. Even if the jitter of AccAim falls outside the contracted triangular area, it can be used, so that there is no data available. Figure 8 After the initial acceleration point interval is expanded, the acceleration target point interval can be obtained.

[0104] It can be understood that in order to accurately obtain the acceleration jitter range, further, the acceleration jitter range is determined according to the real-time driving data and the preset differential model, including: determining the longitudinal acceleration according to the real-time driving data; performing an upper limit calculation according to the longitudinal acceleration, the aggressive acceleration value, the preset instantaneous acceleration calculation range, the upper limit proportional control time coefficient and the preset differential model to determine the upper limit of the acceleration jitter; performing an upper limit calculation according to the longitudinal acceleration, the aggressive acceleration value, the preset instantaneous acceleration calculation range, the lower limit proportional control time coefficient and the preset differential model to determine the lower limit of the acceleration jitter; determining the acceleration jitter range according to the acceleration jitter upper limit and the acceleration jitter lower limit.

[0105] In the specific implementation, within the acceleration target landing point interval, when the instantaneous difference Δjerk of acceleration obtains the maximum UpperLimit of the upper limit at one point on the time axis and the maximum LowerLimit of the lower limit at the next point, the instantaneous difference will be very large, and the control of the entire vehicle will not be continuous enough, and the vehicle speed will jitter in the online control performance. Therefore, the D (differential algorithm) algorithm is introduced based on the P algorithm.

[0106] It should be noted that the acceleration differential (jerk) calculation is calculated by two time quantities: constant P_SSCtADtUpperLimit (time quantity used when calculating the upper limit of Jerk) and constant P_SSCtADtLowerLimit (time quantity used when calculating the upper limit of Jerk). The upper and lower limits can be calculated using the currently executing longitudinal acceleration AccCurrentArbitrated and the calculated target acceleration AccAim.

[0107] It can be understood that the instantaneous acceleration calculation range includes the upper limit P_AccDatUpperLimitLowerLimit used in the Jerk upper limit calculation, the lower limit P_AccDatUpperLimitUpperLimit used in the Jerk upper limit calculation, the upper limit P_AccDatLowerLimitLowerLimit used in the Jerk lower limit calculation, and the lower limit P_AccDatLowerLimitUpperLimit used in the Jerk lower limit calculation. The upper limit proportional control time coefficient refers to the proportional control time coefficient P_tADtUpperLimit used in the Jerk upper limit calculation, and the lower limit proportional control time coefficient refers to the proportional control time coefficient used in the Jerk lower limit calculation.

[0108] In the specific implementation, the upper limit calculation is performed based on the longitudinal acceleration, the radical acceleration value, the preset instantaneous acceleration calculation range, the upper limit proportional control time coefficient and the preset differential model to determine the acceleration jitter upper limit. , according to the longitudinal acceleration, radical acceleration value, preset instantaneous acceleration calculation range, lower limit proportional control time coefficient and preset differential model, the upper limit is calculated to determine the lower limit of acceleration jitter , the acceleration jitter range is determined based on the acceleration jitter upper limit and the acceleration jitter lower limit.

[0109] It should be noted that, in order to ensure the comfort and safety of cruise control, further, the acceleration jitter filtering is performed according to the acceleration jitter range and the acceleration target landing point interval, and cruise control is performed according to the filtering result, including: calculating the acceleration difference according to the real-time driving data to determine the instantaneous acceleration difference; comparing the instantaneous acceleration difference with the acceleration jitter range; determining the target output acceleration according to the comparison result and the acceleration target landing point interval; and performing cruise control according to the target output acceleration.

[0110] It can be understood that the instantaneous acceleration difference when the target vehicle performs acceleration transformation during driving is determined based on real-time driving data, and whether the instantaneous acceleration difference is within the acceleration jitter range. If so, it is determined whether the acceleration of the target vehicle after the acceleration transformation is within the acceleration target landing point interval. If so, the acceleration after the acceleration transformation is used as the target output acceleration, and cruise control is performed based on the target output acceleration.

[0111] In the specific implementation, when the acceleration is output, if the acceleration falls within the acceptable jitter range, there is no need to intercept it, such as Fig. 9 As shown; if the acceleration falls beyond the acceptable jitter limit, the upper limit of the range needs to be intercepted as a reference output, such as Fig.10 As shown; if the acceleration falls beyond the acceptable lower limit of jitter, the lower limit of the upper limit range needs to be intercepted as a reference output, such as Fig.11 shown.

[0112] This embodiment determines the acceleration output interval according to the aggressive acceleration value and the preset acceleration range; determines the target acceleration boundary according to the target cruising speed and the current displayed speed in the real-time driving data; determines the acceleration initial landing point interval according to the target acceleration boundary and the acceleration output interval; and expands the acceleration initial landing point interval to determine the acceleration target landing point interval. In the above manner, the acceleration target landing point interval is accurately obtained, which lays the foundation for the subsequent cruise control, ensures that the target vehicle will not shake or stall during driving, and enables the target vehicle to stop comfortably.

[0113] In addition, an embodiment of the present invention further provides a storage medium, on which a cruise control program is stored. When the cruise control program is executed by a processor, the steps of the cruise control method described above are implemented.

[0114] Reference Fig.12 , Fig.12 FIG. 1 is a structural block diagram of a first embodiment of a cruise control device according to the present invention.

[0115] like Fig.12As shown, the cruise control device provided in the embodiment of the present invention includes:

[0116] The processing module 10 is used to determine an aggressive acceleration value in a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model.

[0117] The processing module 10 is further configured to determine an acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed, and the current displayed speed in the real-time driving data.

[0118] The processing module 10 is further used to determine the acceleration jitter range according to the real-time driving data and a preset differential model.

[0119] The control module 20 is used to filter the acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and perform cruise control according to the filtering result.

[0120] This embodiment determines the aggressive acceleration value of a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model; determines the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data; determines the acceleration jitter range according to the real-time driving data and a preset differential model; performs acceleration jitter filtering according to the acceleration jitter range and the acceleration target landing point interval, and performs cruise control according to the filtering result. In the above manner, based on the real-time driving data of the target vehicle, the target cruising speed and a preset proportional model, the aggressive acceleration value of a preset time period is determined, and the acceleration target landing point interval is further determined, the acceleration jitter range is determined using the real-time driving data and a preset differential model, and the acceleration jitter filtering is performed according to the acceleration jitter range and the acceleration landing point interval, so as to achieve fine control of the longitudinal wire acceleration during the cruise control process, reduce vehicle jitter, and further ensure driving safety and enhance the user's driving experience.

[0121] In one embodiment, the processing module 10 is further used to calculate the speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle to determine the speed dynamic difference;

[0122] Determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time;

[0123] An aggressive acceleration value for a preset time period is determined according to the real-time driving data, the target cruising speed, the proportional control time quantity, and a preset proportional model.

[0124] In one embodiment, the processing module 10 is further used to classify the state according to the speed dynamic difference, and determine the deceleration state dynamic difference and the acceleration state dynamic difference;

[0125] Calculate the difference between the dynamic difference of the deceleration state and the preset unit time to determine the deceleration time quantity;

[0126] Calculate the difference between the acceleration state dynamic difference and the preset unit time to determine the acceleration time quantity;

[0127] The proportional control time quantity is determined according to the deceleration time quantity and the acceleration time quantity.

[0128] In one embodiment, the processing module 10 is further used to compare the current displayed vehicle speed in the real-time driving data with the target cruising speed;

[0129] When the target cruising speed is not less than the current displayed speed, a calculation is performed based on a first proportional model in a preset proportional model, an acceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed to determine an aggressive acceleration value for a preset time period;

[0130] When the target cruising speed is less than the current displayed speed, the aggressive acceleration value for the preset time period is determined by calculation based on a second proportional model in the preset proportional model, a deceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed.

[0131] In one embodiment, the processing module 10 is further used to determine the acceleration output interval according to the radical acceleration value and the preset acceleration range;

[0132] Determining a target acceleration boundary according to the target cruising speed and the current displayed speed in the real-time driving data;

[0133] Determining an initial acceleration point interval according to the target acceleration boundary and the acceleration output interval;

[0134] The initial acceleration landing point interval is extended to determine the acceleration target landing point interval.

[0135] In one embodiment, the processing module 10 is further used to determine the longitudinal acceleration according to the real-time driving data;

[0136] Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, an upper limit proportional control time coefficient, and a preset differential model to determine an acceleration jitter upper limit;

[0137] Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, a lower limit proportional control time coefficient, and a preset differential model to determine the lower limit of acceleration jitter;

[0138] An acceleration jitter range is determined according to the acceleration jitter upper limit and the acceleration jitter lower limit.

[0139] In one embodiment, the control module 20 is further used to calculate the acceleration difference according to the real-time driving data to determine the instantaneous acceleration difference;

[0140] performing a comparison based on the instantaneous acceleration difference and the acceleration jitter range;

[0141] Determining a target output acceleration according to the comparison result and the acceleration target landing point interval;

[0142] The cruise control is performed according to the target output acceleration.

[0143] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0144] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0145] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0146] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0147] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0148] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0149] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A cruise control method, characterized in that: The cruise control method comprises: Determining an aggressive acceleration value for a preset time period based on real-time driving data of a target vehicle, a target cruising speed of the target vehicle, and a preset proportional model; Determining an acceleration target drop point interval according to the aggressive acceleration value, the target cruising speed, and the current displayed speed in the real-time driving data; Determining the acceleration jitter range according to the real-time driving data and a preset differential model; performing acceleration jitter filtering according to the acceleration jitter range and the acceleration target landing point interval, and performing cruise control according to the filtering result; The method of determining the aggressive acceleration value in a preset time period based on the real-time driving data of the target vehicle, the target cruising speed of the target vehicle and a preset proportional model includes: Calculating a speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle to determine a speed dynamic difference; Determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time; Determine an aggressive acceleration value for a preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity, and a preset proportional model; The step of determining the aggressive acceleration value of a preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity and a preset proportional model includes: Comparing the current displayed vehicle speed in the real-time driving data with the target cruising speed; When the target cruising speed is not less than the current displayed speed, a calculation is performed based on a first proportional model in a preset proportional model, an acceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed to determine an aggressive acceleration value for a preset time period; When the target cruising speed is less than the current displayed speed, a calculation is performed based on a second proportional model in a preset proportional model, a deceleration time quantity in the proportional control time quantity, the target cruising speed and the current displayed speed to determine an aggressive acceleration value for a preset time period; Wherein, determining the acceleration jitter range according to the real-time driving data and a preset differential model includes: determining longitudinal acceleration according to the real-time driving data; Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, an upper limit proportional control time coefficient, and a preset differential model to determine an acceleration jitter upper limit; Performing upper limit calculation according to the longitudinal acceleration, the radical acceleration value, a preset instantaneous acceleration calculation range, a lower limit proportional control time coefficient, and a preset differential model to determine the lower limit of acceleration jitter; An acceleration jitter range is determined according to the acceleration jitter upper limit and the acceleration jitter lower limit.

2. The cruise control method according to claim 1, characterized in that: The step of determining the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time includes: Classify the state according to the speed dynamic difference to determine the deceleration state dynamic difference and the acceleration state dynamic difference; Calculate the difference between the dynamic difference of the deceleration state and the preset unit time to determine the deceleration time quantity; Calculate the difference between the acceleration state dynamic difference and the preset unit time to determine the acceleration time quantity; The proportional control time quantity is determined according to the deceleration time quantity and the acceleration time quantity.

3. The cruise control method according to claim 1, characterized in that: The step of determining the acceleration target drop point interval according to the aggressive acceleration value, the target cruising speed, and the current displayed speed in the real-time driving data includes: Determining an acceleration output interval according to the radical acceleration value and a preset acceleration range; Determining a target acceleration boundary according to the target cruising speed and the current displayed speed in the real-time driving data; Determining an initial acceleration point interval according to the target acceleration boundary and the acceleration output interval; The initial acceleration landing point interval is extended to determine the acceleration target landing point interval.

4. The cruise control method according to claim 1, characterized in that: The filtering of acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and performing cruise control according to the filtering result, includes: Calculating the acceleration difference according to the real-time driving data to determine the instantaneous acceleration difference; performing a comparison based on the instantaneous acceleration difference and the acceleration jitter range; Determining a target output acceleration according to the comparison result and the acceleration target landing point interval; The cruise control is performed according to the target output acceleration.

5. A cruise control device, characterized in that: The cruise control device comprises: A processing module, configured to determine an aggressive acceleration value for a preset time period based on real-time driving data of a target vehicle, a target cruising speed of the target vehicle, and a preset proportional model; The processing module is further used to determine the acceleration target landing point interval according to the aggressive acceleration value, the target cruising speed and the current displayed speed in the real-time driving data; The processing module is further used to determine the acceleration jitter range according to the real-time driving data and a preset differential model; A control module, configured to filter the acceleration jitter according to the acceleration jitter range and the acceleration target landing point interval, and perform cruise control according to the filtering result; The processing module is further used to calculate the speed difference based on the real-time driving data of the target vehicle and the target cruising speed of the target vehicle to determine the speed dynamic difference; determine the proportional control time quantity of the target vehicle according to the speed dynamic difference and a preset unit time; determine the aggressive acceleration value of a preset time period according to the real-time driving data, the target cruising speed, the proportional control time quantity and a preset proportional model; The processing module is further used to compare the current displayed vehicle speed in the real-time driving data with the target cruising speed; when the target cruising speed is not less than the current displayed vehicle speed, the aggressive acceleration value for a preset time period is determined according to a first proportional model in a preset proportional model, the acceleration time quantity in the proportional control time quantity, the target cruising speed, and the current displayed vehicle speed; when the target cruising speed is less than the current displayed vehicle speed, the aggressive acceleration value for a preset time period is determined according to a second proportional model in a preset proportional model, the deceleration time quantity in the proportional control time quantity, the target cruising speed, and the current displayed vehicle speed; The processing module is further used to determine the longitudinal acceleration according to the real-time driving data; perform an upper limit calculation according to the longitudinal acceleration, the aggressive acceleration value, the preset instantaneous acceleration calculation range, the upper limit proportional control time coefficient and the preset differential model to determine the upper limit of acceleration jitter; perform an upper limit calculation according to the longitudinal acceleration, the aggressive acceleration value, the preset instantaneous acceleration calculation range, the lower limit proportional control time coefficient and the preset differential model to determine the lower limit of acceleration jitter; determine the acceleration jitter range according to the acceleration jitter upper limit and the acceleration jitter lower limit.

6. A cruise control device, characterized in that: The device comprises: a memory, a processor, and a cruise control program stored in the memory and executable on the processor, wherein the cruise control program is configured to implement the cruise control method according to any one of claims 1 to 4.

7. A storage medium, characterized in that: The storage medium stores a cruise control program, and when the cruise control program is executed by the processor, the cruise control method according to any one of claims 1 to 4 is implemented.

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