An adaptive cruise vehicle deceleration method, device, equipment and storage medium

Abstract

The application discloses a kind of self-adapting cruise vehicle deceleration method, device, equipment and storage medium.Adjacent driving technical field, the method comprises: the difference of the set speed of vehicle and the actual speed of vehicle is obtained according to vehicle speed difference, and whether the vehicle needs to decelerate is judged according to the vehicle speed difference;If the vehicle needs to decelerate, the initial deceleration is determined according to the vehicle speed difference, and the expected speed difference threshold is determined based on the initial deceleration, the preset deceleration threshold and the preset deceleration change rate;If the vehicle speed difference is greater than the expected speed difference threshold, then the corresponding expected deceleration change rate is determined based on the vehicle speed difference and the initial deceleration;The real-time target deceleration is obtained according to the integral of the expected deceleration change rate and the sum of the initial deceleration, and deceleration is carried out according to the real-time target deceleration.It can respond to speed following in time and improve the comfort of deceleration.

Description

Technical Field

[0001] This invention relates to the field of driver assistance technology, and in particular to an adaptive cruise vehicle deceleration method, device, equipment, and storage medium. Background Technology

[0002] Currently, when ACC (Adaptive Cruise Control) is activated, the vehicle's deceleration request is mostly calculated based on the difference between the set speed and the displayed speed using traditional control methods (such as proportional control using only a PID algorithm). However, this results in slow speed response and poor ride comfort during deceleration. Summary of the Invention

[0003] In view of this, the purpose of this invention is to provide an adaptive cruise control vehicle deceleration method, device, equipment, and storage medium, which can respond promptly to speed changes and improve deceleration comfort. The specific solution is as follows:

[0004] Firstly, this application discloses an adaptive cruise vehicle deceleration method, including:

[0005] The vehicle speed difference is obtained by measuring the difference between the vehicle's set speed and the vehicle's actual speed, and the vehicle speed difference is used to determine whether the vehicle needs to decelerate.

[0006] If the vehicle needs to decelerate, the initial deceleration is determined based on the vehicle speed difference, and the desired vehicle speed difference threshold is determined based on the initial deceleration, the preset deceleration threshold, and the preset deceleration change rate.

[0007] If the vehicle speed difference is greater than the expected vehicle speed difference threshold, then the corresponding expected deceleration change rate is determined based on the vehicle speed difference and the initial deceleration;

[0008] The real-time target deceleration is obtained by summing the integral of the desired rate of change of deceleration with the initial deceleration, and deceleration is performed based on the real-time target deceleration.

[0009] Optionally, determining the initial deceleration based on the vehicle speed difference includes:

[0010] Based on the speed difference and the PID control proportional coefficient, determine the control proportional coefficient corresponding to the speed difference;

[0011] The initial deceleration is determined based on the speed difference and the control proportional coefficient.

[0012] Optionally, determining the corresponding expected rate of change of deceleration based on the vehicle speed difference and the initial deceleration includes:

[0013] The desired rate of change of deceleration is obtained by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the vehicle speed difference.

[0014] Optionally, the step of obtaining the speed difference based on the difference between the vehicle's set speed and its actual speed, and determining whether the vehicle needs to decelerate based on the speed difference, includes:

[0015] The speed difference is determined based on the difference between the vehicle's set speed and its actual speed.

[0016] If the speed difference is less than 0, it is determined that the vehicle needs to decelerate.

[0017] Accordingly, after determining the vehicle speed difference, the process also includes:

[0018] If the speed difference is greater than or equal to 0, it is determined that the vehicle does not need to decelerate. The initial acceleration is determined based on the speed difference, and the vehicle accelerates according to the initial acceleration.

[0019] Optionally, after determining the desired vehicle speed difference threshold, the method further includes:

[0020] If the speed difference is less than or equal to the desired speed difference threshold, then maintain the deceleration from the previous moment and continue decelerating.

[0021] After obtaining the real-time target deceleration, the method further includes:

[0022] If the real-time target deceleration exceeds the deceleration threshold, then the deceleration at the previous moment is maintained for further deceleration.

[0023] Optionally, determining the desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold, and a preset rate of change of deceleration includes:

[0024] The desired vehicle speed difference threshold is determined by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate.

[0025] Optionally, determining the desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold, and a preset rate of change of deceleration includes:

[0026] The desired vehicle speed difference threshold is determined by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate and adding a proportional coefficient compensation value; the proportional coefficient compensation value is the product of the control proportional coefficient corresponding to the vehicle speed difference and the deceleration threshold.

[0027] Secondly, this application discloses an adaptive cruise vehicle deceleration device, comprising:

[0028] The deceleration judgment module is used to obtain the speed difference based on the difference between the vehicle's set speed and the vehicle's actual speed, and to determine whether the vehicle needs to decelerate based on the speed difference.

[0029] The desired vehicle speed difference threshold determination module is used to determine the initial deceleration based on the vehicle speed difference if the vehicle needs to decelerate, and to determine the desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold and a preset deceleration change rate.

[0030] The expected deceleration rate of change determination module is used to determine the corresponding expected deceleration rate of change based on the vehicle speed difference and the initial deceleration if the vehicle speed difference is greater than the expected vehicle speed difference threshold.

[0031] The real-time target deceleration determination module is used to obtain the real-time target deceleration based on the integral of the expected rate of change of deceleration and the sum of the initial deceleration, and to decelerate according to the real-time target deceleration.

[0032] Thirdly, this application discloses an electronic device, including:

[0033] Memory, used to store computer programs;

[0034] A processor is used to execute the computer program to implement the aforementioned adaptive cruise vehicle deceleration method.

[0035] Fourthly, this application discloses a computer-readable storage medium for storing a computer program; wherein the computer program, when executed by a processor, implements the aforementioned adaptive cruise vehicle deceleration method.

[0036] In this application, a speed difference is obtained based on the difference between the vehicle's set speed and its actual speed. The vehicle speed difference is then used to determine whether it needs to decelerate. If deceleration is required, an initial deceleration is determined based on the speed difference. A desired speed difference threshold is then determined based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate. If the speed difference is greater than the desired speed difference threshold, a corresponding desired deceleration change rate is determined based on the speed difference and the initial deceleration. A real-time target deceleration is obtained by integrating the desired deceleration change rate with the sum of the initial deceleration, and deceleration is performed based on the real-time target deceleration. As can be seen, by determining the expected vehicle speed difference threshold corresponding to the current state, and then comparing the vehicle speed difference with the expected vehicle speed difference threshold, when the vehicle speed difference is greater than the expected vehicle speed difference threshold, the expected deceleration change rate corresponding to the current state is determined based on the vehicle speed difference and the initial deceleration. Finally, the real-time target deceleration is calculated based on the expected deceleration change rate and the initial deceleration. Thus, combined with the nonlinear delay of the vehicle, a smooth deceleration is obtained when the vehicle speed difference is greater than the expected vehicle speed difference threshold. When deceleration is required during ACC cruise control, the speed can be followed in a timely manner, and the deceleration comfort can be improved. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0038] Figure 1 A flowchart of an adaptive cruise vehicle deceleration method provided in this application;

[0039] Figure 2 A specific acceleration curve is provided for this application;

[0040] Figure 3 A flowchart of a specific adaptive cruise vehicle deceleration method provided in this application;

[0041] Figure 4 This application provides a schematic diagram of the structure of an adaptive cruise vehicle deceleration device;

[0042] Figure 5 This application provides a structural diagram of an electronic device. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] In existing technologies, when the ACC (Adaptive Cruise Control) function is activated and the driver reduces the set speed, the requested deceleration is mostly calculated based on the difference between the set speed and the displayed speed using traditional control methods (such as proportional control using only a PID algorithm). However, this results in slow speed response and poor vehicle deceleration comfort. To overcome these technical problems, this application proposes an adaptive cruise control vehicle deceleration method that can respond promptly to speed changes and improve deceleration comfort.

[0045] This application discloses an adaptive cruise control vehicle deceleration method. (See also...) Figure 1 As shown, the method may include the following steps:

[0046] Step S11: Obtain the speed difference based on the difference between the vehicle's set speed and the vehicle's actual speed, and determine whether the vehicle needs to decelerate based on the speed difference.

[0047] In this embodiment, the set speed of the vehicle's cruise control and the actual speed of the vehicle are first obtained, specifically through the speed displayed on the instrument panel. Then, the difference between the set speed and the actual speed is calculated to obtain the speed difference, namely VDiff, which is the difference between the set speed and the actual speed. If the difference is negative, it indicates that the set speed is less than the actual speed, indicating that deceleration is required.

[0048] In this embodiment, the step of obtaining the vehicle speed difference based on the difference between the vehicle's set speed and its actual speed, and determining whether the vehicle needs to decelerate based on the speed difference, includes: determining the speed difference based on the difference between the vehicle's set speed and its actual speed; if the speed difference is less than 0, then determining that the vehicle needs to decelerate; correspondingly, after determining the speed difference, the step further includes: if the speed difference is greater than or equal to 0, then determining that the vehicle does not need to decelerate, determining the initial acceleration based on the speed difference, and accelerating according to the initial acceleration. That is, if the difference is positive, it indicates that the set speed is greater than the actual speed, and acceleration is required. In this case, the initial acceleration is determined based on the speed difference, and acceleration is performed according to the initial acceleration. Specifically, the proportional coefficient PPos, which is the proportional coefficient in the PID control algorithm, can be obtained from the vehicle speed difference when the speed difference is positive. The initial acceleration = VDiff / Ppos.

[0049] In this embodiment, a fixed flag, Hold, is set to indicate whether the vehicle needs to decelerate and adopt the deceleration scheme proposed in this application. For example, Hold = 0 indicates that the vehicle does not need to decelerate, and Hold = 1 indicates that the vehicle needs to decelerate and adopt the deceleration scheme proposed in this application. In practical applications, the fixed flag is adjusted according to the vehicle speed difference. That is, if VDiff < 0, Hold is set to 1; if VDiff >= 0, Hold is set to 0.

[0050] Step S12: If the vehicle needs to decelerate, determine the initial deceleration based on the vehicle speed difference, and determine the desired vehicle speed difference threshold based on the initial deceleration, the preset deceleration threshold and the preset deceleration change rate.

[0051] In this embodiment, if it is determined that the vehicle needs to decelerate, the initial deceleration is determined based on the vehicle speed difference. Specifically, the control proportional coefficient corresponding to the vehicle speed difference is determined based on the speed difference and the PID control proportional coefficient; the initial deceleration is determined based on the vehicle speed difference and the control proportional coefficient. The control proportional coefficient PNeg when the vehicle speed difference is negative is obtained from the vehicle speed difference, which is the proportional coefficient in the PID control algorithm, and the initial deceleration Axv = VDiff / PNeg.

[0052] Simultaneously, a preset deceleration threshold and a preset deceleration change rate are acquired. Then, based on the initial deceleration, the preset deceleration threshold axvRelease, and the preset deceleration change rate aDtHold, the desired vehicle speed difference threshold VDiffEdge is determined. The aforementioned deceleration threshold and preset deceleration change rate are determined based on driving data under comfortable driving conditions; the aforementioned desired vehicle speed difference threshold represents the desired speed difference threshold under comfortable deceleration slope conditions.

[0053] Understandably, speed can generally be obtained through the relationship between acceleration and distance, but distance is often not an indicator of vehicle deceleration comfort. Vehicle deceleration comfort is generally evaluated through the smoothness of speed and acceleration; therefore, a fixed rate of change of acceleration is used to design the desired speed difference threshold for comfort. The relationship between acceleration, speed, and acceleration slope is as follows, with a fixed acceleration slope curve as shown in the figure. Figure 2 As shown, let the slope of the acceleration be adt, then the shaded area in the figure represents the change in velocity V. From the physical meaning, we get:

[0054]

[0055] Multiplying both sides of formula (1) by 2*adt, we have:

[0056] (adt*t2)^2-(adt*t1)^2=2*V*adt;

[0057] That is, (a2)^2 - (a1)^2 = 2 * adt * v;

[0058] We obtain V = ((a2)^2 - (a1)^2) / (2*adt); (2)

[0059] Therefore, based on the derived formula (2), the formula for calculating the expected vehicle speed difference threshold is as follows:

[0060] VDiffEdge=-((AXv-aXvRelease)^2-0^2) / (2*aDtHold);

[0061] That is, in this embodiment, determining the desired vehicle speed difference threshold based on the initial deceleration, the preset deceleration threshold, and the preset deceleration change rate may include: determining the desired vehicle speed difference threshold by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate.

[0062] Furthermore, considering that the initial deceleration is determined by the proportional coefficient Pneg, to avoid speed differences caused by PNeg, the calculation formula for the desired vehicle speed difference threshold is as follows:

[0063] VDiffEdge=-{((Axv-axvRelease)^2-0^2) / (2*aDtHold)+axvRelease*PNeg};

[0064] Where axvRelease*PNeg represents the velocity difference caused by PNeg.

[0065] That is, determining the desired vehicle speed difference threshold based on the initial deceleration, the preset deceleration threshold, and the preset deceleration change rate may include: dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate, and adding a proportional coefficient compensation value to determine the desired vehicle speed difference threshold; the proportional coefficient compensation value is the product of the control proportional coefficient corresponding to the vehicle speed difference and the deceleration threshold.

[0066] Step S13: If the vehicle speed difference is greater than the expected vehicle speed difference threshold, then determine the corresponding expected deceleration change rate based on the vehicle speed difference and the initial deceleration.

[0067] In this embodiment, after determining the desired vehicle speed difference threshold, if the vehicle speed difference is greater than the desired vehicle speed difference threshold, the preset deceleration change rate can no longer meet the current vehicle deceleration. Therefore, based on the vehicle speed difference and the initial deceleration, a suitable desired deceleration change rate adtRelease for the current vehicle speed difference is determined.

[0068] Based on the principle of formula (2) above, the formula for calculating the expected rate of change of deceleration adtRelease can be derived as follows:

[0069] adtRelease=((Axv-axvRelease)^2-(0)^2) / 2*(-Vdiff); that is, the determination of the corresponding expected deceleration change rate based on the vehicle speed difference and the initial deceleration may include: dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the vehicle speed difference to obtain the expected deceleration change rate.

[0070] In this embodiment, after determining the desired vehicle speed difference threshold, the method may further include: if the vehicle speed difference is less than or equal to the desired vehicle speed difference threshold, then the deceleration at the previous moment is maintained for deceleration; that is, if VDiff <= VDiffEdge, then the deceleration at the previous moment is maintained. In other words, when the speed difference is small, in order to quickly respond and follow the speed, the larger deceleration at the previous moment is used, the gradient change of the deceleration is 0, and the comfort is also better.

[0071] Step S14: Obtain the real-time target deceleration by integrating the desired rate of change of deceleration with the sum of the initial deceleration, and decelerate according to the real-time target deceleration.

[0072] In this embodiment, the real-time target deceleration, which changes continuously over time, is obtained based on the initial deceleration and the desired rate of change of deceleration, adapting to the vehicle's driving state at every moment and achieving smooth deceleration. Specifically, the target deceleration Axv1 = Axv + adtRelease*dt is obtained through integration and accumulation, where dt is the system's time step. By calculating the comfortable deceleration gradient adtRelease and utilizing the integration and accumulation approach to make the target deceleration change smoother, the comfort of the vehicle deceleration process is improved.

[0073] For example, if the speed difference VDiff is -4.17 m / s and the corresponding proportional control coefficient PNeg is 2, then the initial deceleration Axv is -2.08 m / s². 2 If the deceleration threshold axvRelease is 0.1 m / s 2 The preset deceleration rate of change, aDtHold, is 0.4 m / s². 3 Then, according to the formula:

[0074] VDiffEdge=-{((Axv-axvRelease)^2-0^2) / (2*aDtHold)+axvRelease*PNeg};

[0075] The desired speed difference threshold VDiffEdge is -5.117 m / s. Therefore, VDiff is greater than VDiffEdge. At this point, based on the initial deceleration Axv, the speed difference VDiff, and the calculation formula for the desired deceleration rate of change adtRelease:

[0076] adtRelease=((Axv-axvRelease)^2-(0)^2) / 2*(-Vdiff);

[0077] The calculated expected rate of change of deceleration, adtRelease, is 0.5698 m / s². 3 Taking a system update sampling time of 0.02s as an example, according to the real-time target deceleration = Axv + adtRelease*dt, the real-time target deceleration is obtained as -2.08 + 0.02 * 0.5698 = -2.0686 m / s². 2 As the system performs real-time calculations, it then calculates the real-time target deceleration at the next moment: Axv + adtRelease*dt, and continues to iterate and accumulate.

[0078] In this embodiment, after obtaining the real-time target deceleration, the process may further include: if the real-time target deceleration exceeds the deceleration threshold, then maintaining the deceleration from the previous moment for further deceleration. That is, if the target deceleration Axv1 exceeds the critical value axvRelease, Hold is set to 0, and the freeze function is exited. To prevent excessive changes in deceleration, the deceleration used is the target value from the previous moment, which is also the output of the target deceleration from the previous moment. This value could be the initial deceleration or the target deceleration from the previous moment.

[0079] As can be seen from the above, in this embodiment, the vehicle speed difference is obtained based on the difference between the vehicle's set speed and its actual speed, and the vehicle speed difference is used to determine whether the vehicle needs to decelerate. If the vehicle needs to decelerate, an initial deceleration is determined based on the vehicle speed difference. Based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate, a desired vehicle speed difference threshold is determined. If the vehicle speed difference is greater than the desired vehicle speed difference threshold, a corresponding desired deceleration change rate is determined based on the vehicle speed difference and the initial deceleration. The real-time target deceleration is obtained by summing the integral of the desired deceleration change rate and the initial deceleration, and deceleration is performed based on the real-time target deceleration. As can be seen, by determining the expected vehicle speed difference threshold corresponding to the current state, and then comparing the vehicle speed difference with the expected vehicle speed difference threshold, when the vehicle speed difference is greater than the expected vehicle speed difference threshold, the expected deceleration change rate corresponding to the current state is determined based on the vehicle speed difference and the initial deceleration. Finally, the real-time target deceleration is calculated based on the expected deceleration change rate and the initial deceleration. Thus, combined with the nonlinear delay of the vehicle, a smooth deceleration is obtained when the vehicle speed difference is greater than the expected vehicle speed difference threshold. When deceleration is required during ACC cruise control, the speed can be followed in a timely manner, and the deceleration comfort can be improved.

[0080] For example Figure 3 The image shows a specific method for vehicle deceleration using adaptive cruise control. (See also...) Figure 3 As shown, the method may include the following steps:

[0081] 1. Obtain the displayed speed and set vehicle speed information. Let VDis be the displayed vehicle speed and Vset be the vehicle speed set by the driver.

[0082] 2. Calculate the difference VDiff between the driver's set speed and the speed displayed on the instrument panel. That is, VDiff = Vset – Vdis.

[0083] 3. Perform linear interpolation based on the value of VDiff to obtain the control scaling factor PPos / PNeg. Where: Ppos represents the scaling factor when Vdiff is positive, and PNeg represents the scaling factor when Vdiff is negative.

[0084] 4. Determine if the hold flag is 0 or if the driver's set speed has changed. Hold represents the deceleration hold acceleration flag, initialized to 0. Hold = 0 indicates the vehicle does not need to decelerate, and Hold = 1 indicates the vehicle needs to decelerate. Vset represents the current driver-set speed; Vset1 represents the previous driver-set speed. It is understandable that whether using the hold flag or comparing it to the previous set speed, the essence is to determine whether the vehicle needs to decelerate. If so, the adaptive cruise control vehicle deceleration method provided in this embodiment is executed.

[0085] 5. If Hold = 0, further determine the value of VDiff. If VDiff > 0, perform proportional control to obtain the target acceleration = VDiff / Ppos; if VDiff < 0, perform proportional control to obtain the target deceleration = VDiff / PNeg. Simultaneously, set Hold to 1. If Vset is not equal to Vset1, also set Hold to 1.

[0086] 6. If Hold = 1, first calibrate the deceleration threshold aDtHold and the preset deceleration rate of change axvRelease based on empirical values. Determine the magnitude of VDiff. If VDiff >= 0, set Hold to 0. If VDiff < 0, calculate the expected speed difference threshold VDiffEdge under comfortable deceleration slope conditions.

[0087] 7. Compare the magnitudes of VDiff and VDiffEdge. If VDiff <= VDiffEdge, maintain the deceleration from the previous moment. If VDiff > VDiffEdge, first calculate the desired deceleration gradient adtRelease based on the current velocity difference and the current deceleration value.

[0088] 8. The target deceleration is obtained by integration and accumulation: Axv + adtRelease*dt.

[0089] 9. If the target deceleration exceeds the critical value axvRelease, set Hold to 0 and exit the freeze function. This prevents excessive changes in deceleration.

[0090] As can be seen, by determining the expected vehicle speed difference threshold corresponding to the current state, and then comparing the vehicle speed difference with the expected vehicle speed difference threshold, when the vehicle speed difference is greater than the expected vehicle speed difference threshold, the expected deceleration change rate corresponding to the current state is determined based on the vehicle speed difference and the initial deceleration. Finally, the real-time target deceleration is calculated based on the expected deceleration change rate and the initial deceleration, thus achieving smooth deceleration.

[0091] Accordingly, this application also discloses an adaptive cruise vehicle deceleration device, see [link to relevant documentation]. Figure 4 As shown, the device includes:

[0092] The deceleration judgment module 11 is used to obtain the speed difference based on the difference between the vehicle's set speed and the vehicle's actual speed, and to determine whether the vehicle needs to decelerate based on the speed difference.

[0093] The expected vehicle speed difference threshold determination module 12 is used to determine the initial deceleration based on the vehicle speed difference if the vehicle needs to decelerate, and to determine the expected vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold and a preset deceleration change rate.

[0094] The expected deceleration rate of change determination module 13 is used to determine the corresponding expected deceleration rate of change based on the vehicle speed difference and the initial deceleration if the vehicle speed difference is greater than the expected vehicle speed difference threshold.

[0095] The real-time target deceleration determination module 14 is used to obtain the real-time target deceleration based on the integral of the expected rate of change of deceleration and the sum of the initial deceleration, and to decelerate according to the real-time target deceleration.

[0096] As can be seen from the above, in this embodiment, the vehicle speed difference is obtained based on the difference between the vehicle's set speed and its actual speed, and the vehicle speed difference is used to determine whether the vehicle needs to decelerate. If the vehicle needs to decelerate, an initial deceleration is determined based on the vehicle speed difference. Based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate, a desired vehicle speed difference threshold is determined. If the vehicle speed difference is greater than the desired vehicle speed difference threshold, a corresponding desired deceleration change rate is determined based on the vehicle speed difference and the initial deceleration. The real-time target deceleration is obtained by summing the integral of the desired deceleration change rate and the initial deceleration, and deceleration is performed based on the real-time target deceleration. As can be seen, by determining the expected vehicle speed difference threshold corresponding to the current state, and then comparing the vehicle speed difference with the expected vehicle speed difference threshold, when the vehicle speed difference is greater than the expected vehicle speed difference threshold, the expected deceleration change rate corresponding to the current state is determined based on the vehicle speed difference and the initial deceleration. Finally, the real-time target deceleration is calculated based on the expected deceleration change rate and the initial deceleration. Thus, combined with the nonlinear delay of the vehicle, a smooth deceleration is obtained when the vehicle speed difference is greater than the expected vehicle speed difference threshold. When deceleration is required during ACC cruise control, the speed can be followed in a timely manner, and the deceleration comfort can be improved.

[0097] In some specific embodiments, the desired vehicle speed difference threshold determination module 12 may specifically include:

[0098] The control proportional coefficient determination unit is used to determine the control proportional coefficient corresponding to the vehicle speed difference based on the speed difference and the PID control proportional coefficient.

[0099] The initial deceleration determination unit is used to determine the initial deceleration based on the vehicle speed difference and the control proportional coefficient.

[0100] In some specific embodiments, the desired rate of change of deceleration determination module 13 may specifically include:

[0101] The desired deceleration rate of change determination unit is used to obtain the desired deceleration rate of change by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the vehicle speed difference.

[0102] In some specific embodiments, the deceleration determination module 11 may specifically include:

[0103] The vehicle speed difference determination unit is used to determine the vehicle speed difference based on the difference between the set vehicle speed and the actual vehicle speed.

[0104] A deceleration determination unit is used to determine that the vehicle needs to decelerate if the speed difference is less than 0.

[0105] Accordingly, the adaptive cruise vehicle deceleration device also includes:

[0106] An acceleration determination unit is used to determine that the vehicle does not need to decelerate if the speed difference is greater than or equal to 0, determine the initial acceleration based on the speed difference, and accelerate according to the initial acceleration.

[0107] In some specific embodiments, the adaptive cruise vehicle deceleration device may specifically include:

[0108] The first deceleration holding unit is used to maintain the deceleration of the previous moment and decelerate if the vehicle speed difference is less than or equal to the expected vehicle speed difference threshold.

[0109] The second deceleration holding unit is used to maintain the deceleration of the previous moment and decelerate if the real-time target deceleration exceeds the deceleration threshold.

[0110] In some specific embodiments, the desired vehicle speed difference threshold determination module 12 may specifically include:

[0111] The first desired vehicle speed difference threshold determination unit is used to determine the desired vehicle speed difference threshold by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate.

[0112] In some specific embodiments, the desired vehicle speed difference threshold determination module 12 may specifically include:

[0113] The second desired vehicle speed difference threshold determination unit is used to determine the desired vehicle speed difference threshold by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate and adding a proportional coefficient compensation value; the proportional coefficient compensation value is the product of the control proportional coefficient corresponding to the vehicle speed difference and the deceleration threshold.

[0114] Furthermore, this application also discloses an electronic device, see [link to relevant documentation]. Figure 5 As shown, the content in the figure should not be considered as any limitation on the scope of use of this application.

[0115] Figure 5This is a schematic diagram of the structure of an electronic device 20 provided in an embodiment of this application. The electronic device 20 may specifically include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the adaptive cruise vehicle deceleration method disclosed in any of the foregoing embodiments.

[0116] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0117] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored thereon include operating system 221, computer program 222 and data 223 including deceleration threshold, etc. The storage method can be temporary storage or permanent storage.

[0118] The operating system 221 manages and controls the various hardware devices on the electronic device 20 and the computer program 222 to enable the processor 21 to perform calculations and processing on the massive amounts of data 223 in the memory 22. It can be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the adaptive cruise vehicle deceleration method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include computer programs capable of performing other specific tasks.

[0119] Furthermore, this application also discloses a computer storage medium storing computer-executable instructions. When the computer-executable instructions are loaded and executed by a processor, they implement the adaptive cruise vehicle deceleration method steps disclosed in any of the foregoing embodiments.

[0120] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0121] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0122] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0123] The above provides a detailed description of the adaptive cruise vehicle deceleration method, device, equipment, and storage medium provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for decelerating a vehicle using adaptive cruise control, characterized in that, include: The vehicle speed difference is obtained by measuring the difference between the vehicle's set speed and the vehicle's actual speed, and the vehicle speed difference is used to determine whether the vehicle needs to decelerate. If the vehicle needs to decelerate, an initial deceleration is determined based on the vehicle speed difference. Based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate, a desired vehicle speed difference threshold is determined. The deceleration threshold and the preset deceleration change rate are determined based on driving data under comfortable driving conditions. The desired vehicle speed difference threshold represents the desired speed difference threshold under comfortable deceleration slope conditions. If the vehicle speed difference is greater than the expected vehicle speed difference threshold, then the corresponding expected deceleration change rate is determined based on the vehicle speed difference and the initial deceleration; The real-time target deceleration is obtained by summing the integral of the expected rate of change of deceleration with the initial deceleration, and deceleration is performed based on the real-time target deceleration. The step of determining the corresponding expected rate of change of deceleration based on the vehicle speed difference and the initial deceleration includes: The desired rate of change of deceleration is obtained by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the vehicle speed difference. The step of determining the desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate includes: The desired vehicle speed difference threshold is determined by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate and adding a proportional coefficient compensation value; the proportional coefficient compensation value is the product of the control proportional coefficient corresponding to the vehicle speed difference and the deceleration threshold.

2. The adaptive cruise vehicle deceleration method according to claim 1, characterized in that, The step of determining the initial deceleration based on the vehicle speed difference includes: Based on the speed difference and the PID control proportional coefficient, determine the control proportional coefficient corresponding to the speed difference; The initial deceleration is determined based on the speed difference and the control proportional coefficient.

3. The adaptive cruise vehicle deceleration method according to claim 1, characterized in that, The step of obtaining the speed difference based on the difference between the vehicle's set speed and its actual speed, and determining whether the vehicle needs to decelerate based on the speed difference, includes: The speed difference is determined based on the difference between the vehicle's set speed and its actual speed. If the speed difference is less than 0, it is determined that the vehicle needs to decelerate. Accordingly, after determining the vehicle speed difference, the process also includes: If the speed difference is greater than or equal to 0, it is determined that the vehicle does not need to decelerate. The initial acceleration is determined based on the speed difference, and the vehicle accelerates according to the initial acceleration.

4. The adaptive cruise vehicle deceleration method according to claim 1, characterized in that, After determining the desired vehicle speed difference threshold, the process also includes: If the speed difference is less than or equal to the desired speed difference threshold, then maintain the deceleration from the previous moment and continue decelerating. After obtaining the real-time target deceleration, the method further includes: If the real-time target deceleration exceeds the deceleration threshold, then the deceleration at the previous moment is maintained for further deceleration.

5. The adaptive cruise vehicle deceleration method according to any one of claims 1 to 4, characterized in that, The determination of the desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate includes: The desired vehicle speed difference threshold is determined by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate.

6. An adaptive cruise vehicle deceleration device, characterized in that, include: The deceleration judgment module is used to obtain the speed difference based on the difference between the vehicle's set speed and the vehicle's actual speed, and to determine whether the vehicle needs to decelerate based on the speed difference. The desired vehicle speed difference threshold determination module is used to determine an initial deceleration based on the vehicle speed difference if the vehicle needs to decelerate, and to determine a desired vehicle speed difference threshold based on the initial deceleration, a preset deceleration threshold, and a preset deceleration change rate; the deceleration threshold and the preset deceleration change rate are determined based on driving data under comfortable driving conditions, and the desired vehicle speed difference threshold represents the desired speed difference threshold under comfortable deceleration slope conditions; The expected deceleration rate of change determination module is used to determine the corresponding expected deceleration rate of change based on the vehicle speed difference and the initial deceleration if the vehicle speed difference is greater than the expected vehicle speed difference threshold. The real-time target deceleration determination module is used to obtain the real-time target deceleration based on the integral of the expected rate of change of deceleration and the sum of the initial deceleration, and to decelerate according to the real-time target deceleration; The desired deceleration rate of change determination module is used to obtain the desired deceleration rate of change by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the vehicle speed difference. The desired vehicle speed difference threshold determination module is used to determine the desired vehicle speed difference threshold by dividing the square of the difference between the initial deceleration and the deceleration threshold by twice the preset deceleration change rate and adding a proportional coefficient compensation value; the proportional coefficient compensation value is the product of the control proportional coefficient corresponding to the vehicle speed difference and the deceleration threshold.

7. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor for executing the computer program to implement the adaptive cruise vehicle deceleration method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, Used to store a computer program; wherein the computer program, when executed by a processor, implements the adaptive cruise vehicle deceleration method as described in any one of claims 1 to 5.

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