A vehicle speed control method, device and equipment for adaptive cruise control and a storage medium

Abstract

The application discloses a self-adaptive cruise vehicle speed control method, device and equipment and a storage medium, and the method comprises the following steps: identifying slope information in front of a vehicle in advance, and calculating compensation force of the slope by using the slope information; when the vehicle enters the slope, control coefficients of a linear controller are searched based on the slope information, so that feedback control force of the linear controller is determined; and the speed of the self-adaptive cruise vehicle is automatically controlled according to the compensation force and the feedback control force. The application can improve the feedback control force effect, so that the vehicle body speed quickly returns to the target set speed, the user experience is improved, and user complaints are reduced.

Description

Technical Field

[0001] This invention relates to the field of autonomous driving technology, and in particular to a method, apparatus, device, and storage medium for adaptive cruise vehicle speed control. Background Technology

[0002] Adaptive cruise control (ACC) is now a standard feature in an increasing number of new energy vehicles. This function not only reduces driver fatigue but also provides a comfortable ride for novice drivers. When using this function, the driver sets a target speed and the vehicle maintains that speed once it's reached. However, in actual driving, road conditions are not constant. Slopes, access to elevated roads, highway entrances and exits, and undulating surfaces create slope forces—both hill resistance when going uphill and hill assist when going downhill—which can all affect the vehicle's speed stability under adaptive cruise control. This can result in speed drops when going uphill and acceleration when going downhill, causing the displayed speed to fluctuate for a considerable period before the system returns to the set target speed, leading to customer complaints.

[0003] Therefore, how to stabilize the vehicle speed when encountering uphill or downhill sections and quickly return the vehicle speed to the target set speed is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] The main objective of this invention is to provide a method, device, equipment, and storage medium for adaptive cruise control, which improves the feedback control effect, enabling the vehicle speed to quickly return to the target set speed, thereby enhancing the user experience and reducing user complaints.

[0005] In a first aspect, this application provides a vehicle speed control method for adaptive cruise control, wherein the method includes the following steps:

[0006] The information about the slope ahead of the vehicle can be identified in advance, and the compensation force of the slope can be calculated using the slope information.

[0007] When a vehicle enters a ramp, the control coefficient of the linear controller is found based on the ramp information to determine the feedback control force of the linear controller;

[0008] The vehicle speed of the adaptive cruise vehicle is automatically controlled based on the compensation force and the feedback control force.

[0009] In conjunction with the first aspect mentioned above, as an optional implementation method, based on the acquired slope information, it is determined whether the slope in front of the vehicle exceeds a set slope threshold.

[0010] If the slope threshold is exceeded, the control coefficients of the linear controller are determined by looking up the established control coefficient table, and the feedback control force is calculated using the control coefficients.

[0011] If the slope threshold is not exceeded, the current control coefficient of the linear controller is maintained.

[0012] In conjunction with the first aspect mentioned above, as an optional implementation method, a control coefficient table for the linear controller is established based on the vehicle's target acceleration and the calculated difference between the vehicle's target acceleration and its own acceleration.

[0013] In conjunction with the first aspect mentioned above, as an optional implementation method, the real-time distance from the vehicle to the ramp is calculated based on the vehicle's real-time speed and the cumulative time integral.

[0014] When the real-time distance is equal to the pre-identified distance, it is confirmed that the vehicle has entered the ramp.

[0015] In conjunction with the first aspect mentioned above, as an optional implementation, if the vehicle speed of the adaptive cruise vehicle changes abruptly, the compensation force is combined with the feedback control force.

[0016] If the combined result is positive, then the vehicle drive actuator is used to drive the vehicle.

[0017] If the combined result is negative, the vehicle brake actuator is used to brake the vehicle so that the adaptive cruise vehicle's speed returns to the set target speed.

[0018] In conjunction with the first aspect mentioned above, as an optional implementation, when the vehicle's adaptive cruise control function is activated and road condition information ahead is detected, the vehicle's longitudinal control unit receives slope and distance information sent by the camera and lidar, and calculates the distance according to formula F. i =m i G×sin(arctan(i))×θ, calculate the first compensation force for the vehicle entering the ramp, where m i θ is the total vehicle mass, G is the gravitational acceleration, i is the slope in front of the vehicle, and θ is the load-related correction factor.

[0019] Calculate the second compensation force for the vehicle entering the ramp based on the target acceleration and total mass of the vehicle.

[0020] The compensation force of the ramp is calculated based on the sum of the first compensation force and the second compensation force.

[0021] In conjunction with the first aspect mentioned above, as an optional implementation method, a camera can be used to identify the slope information in front of the vehicle in advance;

[0022] Using lidar, the distance information between the vehicle and the slope can be identified in advance.

[0023] Secondly, this application provides a vehicle speed control device for adaptive cruise control, wherein the device includes:

[0024] The processing module is used to identify the slope information in front of the vehicle in advance and to calculate the slope compensation force using the slope information.

[0025] The determination module is used to find the control coefficient of the line controller based on the slope information when the vehicle enters the slope, so as to determine the feedback control force of the line controller;

[0026] A control module is used to automatically control the speed of the adaptive cruise vehicle based on the compensation force and the feedback control force.

[0027] Thirdly, this application also provides an electronic device, the electronic device comprising: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the method described in any one of the first aspects.

[0028] Fourthly, this application also provides a computer-readable storage medium storing computer program instructions that, when executed by a computer, cause the computer to perform the method described in any of the first aspects.

[0029] This application provides a method, device, equipment, and storage medium for adaptive cruise control speed control. The method includes the steps of: identifying slope information ahead of the vehicle in advance and calculating a slope compensation force using the slope information; when the vehicle enters the slope, finding the control coefficient of the linear alignment controller based on the slope information to determine the feedback control force of the linear alignment controller; and automatically controlling the vehicle speed of the adaptive cruise control vehicle according to the compensation force and the feedback control force. This application can improve the feedback control effect, enabling the vehicle speed to quickly return to the target set speed, improving the user experience and reducing user complaints.

[0030] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit the invention. Attached Figure Description

[0031] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0032] Figure 1 This is a flowchart of an adaptive cruise vehicle speed control method provided in an embodiment of this application;

[0033] Figure 2 This is a schematic diagram of an adaptive cruise vehicle speed control device provided in an embodiment of this application;

[0034] Figure 3 This is a schematic diagram of vehicle speed control provided in the embodiments of this application;

[0035] Figure 4 This is a schematic diagram of an electronic device provided in an embodiment of this application;

[0036] Figure 5 This is a schematic diagram of a computer-readable program medium provided in an embodiment of this application. Detailed Implementation

[0037] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the invention as detailed in the appended claims.

[0038] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. Some of the block diagrams shown in the drawings represent functional entities and do not necessarily correspond to physically or logically independent entities.

[0039] This application provides an adaptive cruise control method, device, equipment, and storage medium that can improve the feedback control effect, enabling the vehicle speed to quickly return to the target set speed, thereby enhancing the user experience and reducing user complaints.

[0040] To achieve the aforementioned technical effects, the general concept of this application is as follows:

[0041] An adaptive cruise control speed control method, the method comprising the steps of:

[0042] S101: Identify the slope information in front of the vehicle in advance, and use the slope information to calculate the slope compensation force.

[0043] S102: When the vehicle enters the ramp, the control coefficient of the linear controller is found based on the ramp information to determine the feedback control force of the linear controller.

[0044] S103: Automatically control the vehicle speed of the adaptive cruise vehicle based on the compensation force and the feedback control force.

[0045] The embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0046] Reference Figure 1 , Figure 1 The diagram shown is a flowchart of an adaptive cruise speed control method provided by the present invention. Figure 1As shown, the method includes the following steps:

[0047] Step S101: Identify the information of the slope in front of the vehicle in advance, and use the slope information to calculate the compensation force of the slope.

[0048] Specifically, cameras are used to identify the slope in front of the vehicle in advance, and lidar is used to identify the distance between the vehicle and the slope in advance.

[0049] When the vehicle's adaptive cruise control function is activated and road conditions ahead are detected, the vehicle's longitudinal control unit receives slope and distance information from the camera and lidar, and then calculates the information according to formula F. i =m i G×sin(arctan(i))×θ, calculate the first compensation force for the vehicle entering the ramp, where m i Where is the vehicle mass, G is the gravitational acceleration, i is the slope in front of the vehicle, and θ is a correction coefficient related to the load; based on the vehicle's target acceleration and vehicle mass, the second compensation force for the vehicle entering the slope is calculated; based on the sum of the first compensation force and the second compensation force, the compensation force for the slope is calculated.

[0050] To illustrate this with an example, using sensor technologies such as cameras and LiDAR, slope information, including slope i and distance L, is identified in advance. When the vehicle's adaptive cruise control is activated, the VLC control module calculates the slope force Fi that needs to be compensated based on the slope i and distance L emitted by the camera and LiDAR. Then, as the vehicle is about to enter the slope, the calculated slope force Fi is directly added to the total output force for control (feedback force). The calculation method for the compensated slope force is as follows: according to formula F... i =m i G×sin(arctan(i))×θ, calculate the first compensation force for the vehicle entering the ramp, where m i Here, is the vehicle mass, G is the gravitational acceleration, i is the slope in front of the vehicle, and θ is a load-related correction coefficient, where θ ranges from 1 to 1.5 (calibrable). It should be explained that when adaptive cruise control is activated, the vehicle's braking and driving are controlled by the Vehicle Longitudinal Control Module (VLC). In the VLC module, the vehicle's braking and driving forces consist of three parts: a feedforward force calculated based on the target acceleration, a slope force at low speeds (generally used for hill starts), and a feedback force calculated based on the acceleration difference between the target acceleration and the actual vehicle acceleration, obtained through PI control.

[0051] Among them, feedforward force: the control torque calculated from the target acceleration requested by the ADAS module, which is generally F = K·a, where K is a user-defined coefficient and a is the acceleration;

[0052] Gradient force: This is the force generated by the software calculating the current gradient of the vehicle. Generally, F = mg / sinθ, where m is the mass of the vehicle.

[0053] Feedback force: This refers to the output force calculated by the PI control module.

[0054] It should be noted that when the software algorithm determines that the vehicle is entering the ramp, the feedforward force F is superimposed as a ramp compensation force. Furthermore, it should be emphasized that the ramp entry force consists of two parts: a first compensation force calculated based on the slope information and a second compensation force calculated based on the vehicle's target acceleration, which together form the vehicle's ramp entry compensation force.

[0055] Step S102: When the vehicle enters the ramp, the control coefficient of the linear controller is found based on the ramp information to determine the feedback control force of the linear controller.

[0056] Specifically, based on the acquired slope information, it is determined whether the slope in front of the vehicle exceeds a set slope threshold; if it exceeds the slope threshold, the control coefficient of the linear controller is determined by looking up the established control coefficient table, and the feedback control force is calculated using the control coefficient; if it does not exceed the slope threshold, the current control coefficient of the linear controller is maintained.

[0057] To illustrate this with an example, the system pre-identifies whether the vehicle's gradient exceeds a set gradient threshold of 4%. If the gradient is greater than 4%, the control coefficient of the linear controller is determined by looking up a table, and the feedback control force is calculated using this control coefficient. In other words, the gradient threshold is 4%. When the gradient is less than 4%, the PI coefficient remains unchanged (maintaining the current control coefficient). Only when the gradient exceeds 4% will the PI coefficient be adjusted to accelerate the system response and ensure the vehicle accelerates to match the set speed.

[0058] Based on the vehicle's target acceleration and the calculated difference between the vehicle's target acceleration and its own acceleration, a control coefficient table for the linear controller is established, with the vehicle's target acceleration as the horizontal axis and the difference as the vertical axis.

[0059] In other words, to identify when the slope is greater than 4%, the control coefficient of the linear controller, i.e. the PI adjustment coefficient, can be found by looking up a table. For example, when going uphill, if the actual vehicle speed is lower than the set speed, the acceleration requested by ADAS is generally 0.1. At this time, the coefficient of the P term is increased by looking up a table, so that the feedback output force increases immediately, and the vehicle accelerates to match the set speed.

[0060] The process also includes a step to determine when a vehicle enters a ramp, specifically: calculating the real-time distance from the vehicle to the ramp based on the vehicle's real-time speed and cumulative time integration; and confirming that the vehicle has entered the ramp when the real-time distance is equal to the pre-identified distance.

[0061] It should be noted that when the camera transmits slope and distance information, the software algorithm executes a distance accumulation algorithm. Based on the real-time speed and the cumulative time integration, the real-time distance l is obtained. When l is equal to the given L, it means that the vehicle has started to enter the slope. That is to say, the slope and distance are identified by the camera in advance. After the controller software algorithm recognizes this signal, the algorithm starts to accumulate. Based on the current vehicle speed, after a period of time, until the same distance value is accumulated, the software algorithm determines that the vehicle has entered the slope. This period of time is Ti (the time point for compensating for the slope force).

[0062] In one embodiment, for a specific scenario (uphill and downhill driving conditions), the PI control coefficient is adjusted. When the vehicle's adaptive cruise control is activated and the vehicle speed reaches the set target, and the vehicle is driving steadily, the target acceleration requested by the intelligent driving system is 0, and the vehicle's actual acceleration will also fluctuate around 0. When speed drops or exceeds the speed limit due to road changes, the target acceleration value requested by the intelligent driving system will be within ±0.2g, and the vehicle's actual acceleration will be around ±0.1g. At this time, the acceleration difference between the target acceleration and the actual vehicle acceleration is ±0.3g. Therefore, the design parameters (adjustment coefficients) for PI control are adjusted when the camera and lidar detect a slope. Furthermore, when the speed exceeds a certain threshold, such as 4%, the PI control module will switch the adjustment coefficient (the adjustment coefficient needs to be obtained from the actual vehicle calibration; P is proportional adjustment, and its magnitude is related to the proportional coefficient; I is integral adjustment, and its magnitude is related to the integral coefficient). The PI coefficient range will be set to the coefficients corresponding to the target acceleration of ±0.2g and the acceleration difference between the target acceleration and the actual vehicle acceleration of ±0.3g (this can be understood as establishing a coefficient table, with the target acceleration as the horizontal axis and the difference as the vertical axis, and determining the range of the PI coefficient by looking up the table). This will enable the PI control force to be quickly increased or decreased when the vehicle speed fluctuates due to uphill or downhill slopes, allowing the vehicle to return to the set target speed.

[0063] It should be noted that once the PI adjustment coefficient of the linear controller is determined, the feedback control force can be calculated by software.

[0064] Step S103: Automatically control the vehicle speed of the adaptive cruise vehicle based on the compensation force and the feedback control force.

[0065] Specifically, if the vehicle speed of the adaptive cruise control vehicle changes abruptly, the compensation force is combined with the feedback control force.

[0066] If the combined result is positive, then the vehicle drive actuator is used to drive the vehicle.

[0067] If the combined result is negative, the vehicle brake actuator is used to brake the vehicle so that the adaptive cruise vehicle's speed returns to the set target speed.

[0068] To illustrate, when adaptive cruise control is activated, the VLC control module runs the slope monitoring module in real time. When ADAS does not detect slope information, VLC operates normally. When ADAS detects slope information, including slope i and distance L, the driving distance algorithm in the VLC control module is activated. It integrates the current vehicle speed v over time t to obtain the driving distance l. When the driving distance l = L, it indicates that the vehicle is about to enter the slope. At this time, the slope monitoring module calculates the slope compensation force based on the slope i and adds it directly to the feedforward force, which is then output to the execution module (electrical control module). (Motor drive or IPB braking) to eliminate resistance or assist caused by slopes; at the same time, when the algorithm detects that the vehicle is about to enter a slope, the PI module control coefficient switches, matching according to the difference between the target acceleration and its own acceleration. The larger the acceleration difference, the more serious the vehicle's speed change at this time, so the larger the matching PI coefficient of the algorithm, and vice versa. This allows the feedback force to quickly compensate for the resistance or assist caused by the slope change. This compensation strategy combines the compensation of feedforward force and the adjustment of feedback force, working together to make the VLC's speed more stable to control, improve the driving experience, and reduce complaints.

[0069] It should be noted that when the adaptive cruise control function is activated, when the vehicle reaches the target speed, the feedforward force of the target acceleration becomes 0 because the requested target acceleration value is 0. The slope force at low speed will be set to 0 after the vehicle speed exceeds a certain value. In the PI control force, the P term becomes 0 because the acceleration difference is almost 0. Only the force accumulated by the I term is output as the driving force request, which just overcomes the vehicle's resistance and allows the vehicle to maintain stable driving at the current speed.

[0070] Understandably, this application addresses the issue of vehicle speed drop or acceleration when traversing inclines due to PI control lag. The displayed speed value fluctuates and remains stable for a period before gradually returning to the set target speed. It's important to note that PI control lag occurs because when the vehicle speed is already stable, the P-term output value in the PI adjustment is not zero, while the I-term output value is constant, used to counteract resistance and maintain a stable set speed. When going uphill or downhill, the vehicle's acceleration change is not significant, resulting in a small P-term force and a slow accumulation of the I-term force. Therefore, the PI adjustment rate is relatively sluggish.

[0071] In one embodiment, when the identified information has no ramp, the corresponding compensation logic and adjustment strategy exit and return to normal control, that is, it does not enter the feedforward force and PI coefficient adjustment process.

[0072] Reference Figure 2 , Figure 2 The diagram shown is a schematic of an adaptive cruise control speed control device provided by the present invention. Figure 2 As shown, the device includes:

[0073] Processing module 201: It is used to identify the slope information in front of the vehicle in advance, and to calculate the compensation force of the slope using the slope information.

[0074] Determining module 202: It is used to find the control coefficient of the line controller based on the slope information when the vehicle enters the slope, so as to determine the feedback control force of the line controller.

[0075] Control module 203: It is used to automatically control the speed of the adaptive cruise vehicle based on the compensation force and the feedback control force.

[0076] Furthermore, in one possible implementation, the processing module is also used to determine whether the slope in front of the vehicle exceeds a set slope threshold based on the acquired slope information.

[0077] If the slope threshold is exceeded, the control coefficients of the linear controller are determined by looking up the established control coefficient table, and the feedback control force is calculated using the control coefficients.

[0078] If the slope threshold is not exceeded, the current control coefficient of the linear controller is maintained.

[0079] Furthermore, in one possible implementation, the processing module is also configured to establish a control coefficient table for the linear controller based on the vehicle's target acceleration and the calculated difference between the vehicle's target acceleration and its own acceleration.

[0080] Furthermore, in one possible implementation, the determining module is also used to calculate the real-time distance from the vehicle to the ramp based on the vehicle's real-time speed and the cumulative time integral.

[0081] When the real-time distance is equal to the pre-identified distance, it is confirmed that the vehicle has entered the ramp.

[0082] Furthermore, in one possible implementation, the control module is also configured to combine the compensation force with the feedback control force if the vehicle speed of the adaptive cruise vehicle changes abruptly.

[0083] If the combined result is positive, then the vehicle drive actuator is used to drive the vehicle.

[0084] If the combined result is negative, the vehicle brake actuator is used to brake the vehicle so that the adaptive cruise vehicle's speed returns to the set target speed.

[0085] Furthermore, in one possible implementation, the processing module is also configured to, when the vehicle's adaptive cruise control function is activated and road condition information ahead is detected, receive slope information and distance information sent by the camera and lidar, and process the information according to formula F. i =m i G×sin(arctan(i))×θ, calculate the first compensation force for the vehicle entering the ramp, where m i θ is the total vehicle mass, G is the gravitational acceleration, i is the slope in front of the vehicle, and θ is the load-related correction factor.

[0086] Calculate the second compensation force for the vehicle entering the ramp based on the target acceleration and total mass of the vehicle.

[0087] The compensation force of the ramp is calculated based on the sum of the first compensation force and the second compensation force.

[0088] Furthermore, in one possible implementation, the processing module is also used to use a camera to identify the slope information in front of the vehicle in advance.

[0089] Using lidar, the distance information between the vehicle and the slope can be identified in advance.

[0090] Reference Figure 3 , Figure 3 The diagram shown is a schematic diagram of vehicle speed control provided by the present invention. Figure 3 As shown:

[0091] When adaptive cruise control is activated, the VLC control module runs the slope monitoring module in real time. When ADAS does not detect slope information, VLC operates normally. When ADAS detects slope information, including slope i and distance L, the driving distance algorithm in the VLC control module is activated. It integrates the current vehicle speed v over time t to obtain the driving distance l. When the driving distance l = L, it indicates that the vehicle is about to enter the slope. At this time, the slope monitoring module calculates the slope compensation force based on the slope i and adds it directly to the feedforward force to output to the execution module (motor drive or IPB braking) to eliminate the resistance or assist generated by the slope. At the same time, when the algorithm detects that the vehicle is about to enter the slope, the PI module control coefficient is switched. It matches the target acceleration and its own acceleration according to the difference (i.e., look up a table to determine the PI coefficient). The larger the acceleration difference, the more serious the vehicle's speed change, so the larger the PI coefficient matched by the algorithm, and vice versa, so that the feedback force can quickly compensate for the resistance or assist caused by the slope change. This compensation strategy combines feedforward force compensation with feedback force adjustment, working together to make the VLC's speed more stable and controllable, improving the driving experience and reducing complaints.

[0092] Understandably, the control strategy of identifying slopes in advance and intervening in feedforward force, as well as adjusting PI feedback force after fluctuations, can prevent the vehicle from compensating for the gravitational component of the slope during adaptive cruise control, thereby reducing speed fluctuations and improving the feedback control effect after speed fluctuations occur, so that the vehicle speed can quickly return to the target set speed, improve the user experience, and reduce user complaints.

[0093] The following reference Figure 4 To describe an electronic device 400 according to this embodiment of the present invention. Figure 4 The electronic device 400 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0094] like Figure 4 As shown, the electronic device 400 is manifested in the form of a general-purpose computing device. The components of the electronic device 400 may include, but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including storage unit 420 and processing unit 410).

[0095] The storage unit stores program code that can be executed by the processing unit 410, causing the processing unit 410 to perform the steps described in the "Embodiment Methods" section of this specification according to various exemplary embodiments of the present invention.

[0096] Storage unit 420 may include a readable medium in the form of a volatile storage unit, such as random access memory (RAM) 421 and / or cache memory 422, and may further include a read-only memory (ROM) 423.

[0097] Storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0098] Bus 430 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0099] Electronic device 400 can also communicate with one or more external devices (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with electronic device 400, and / or any device that enables electronic device 400 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 450. Furthermore, electronic device 400 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 460. As shown, network adapter 460 communicates with other modules of electronic device 400 via bus 430. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0100] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0101] According to the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the methods described above is stored. In some possible embodiments, various aspects of the present invention can also be implemented as a program product comprising program code that, when the program product is run on a terminal device, causes the terminal device to perform the steps of the various exemplary embodiments of the present invention described in the "Exemplary Methods" section above.

[0102] refer to Figure 5 As shown, a program product 500 for implementing the above-described method according to an embodiment of the present invention is described. It may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0103] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0104] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0105] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0106] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0107] Furthermore, the above figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0108] In summary, this application provides an adaptive cruise control speed control method, device, equipment, and storage medium. The method includes the steps of: identifying slope information ahead of the vehicle in advance and calculating a slope compensation force using the slope information; when the vehicle enters the slope, finding the control coefficient of the linear controller based on the slope information to determine the feedback control force of the linear controller; and automatically controlling the vehicle speed of the adaptive cruise control vehicle according to the compensation force and the feedback control force. This application can improve the feedback control effect, enabling the vehicle speed to quickly return to the target set speed, improving the user experience and reducing user complaints.

[0109] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0110] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

Claims

1. A vehicle speed control method for adaptive cruise control, characterized in that, include: The information about the slope ahead of the vehicle can be identified in advance, and the compensation force of the slope can be calculated using the slope information. When a vehicle enters a slope, the control coefficient of the linear controller is found based on the slope information to determine the feedback control force of the linear controller. Specifically, based on the acquired slope information, it is determined whether the slope in front of the vehicle exceeds a set slope threshold. If the slope threshold is exceeded, the control coefficients of the linear controller are determined by looking up the established control coefficient table, and the feedback control force is calculated using the control coefficients. If the slope threshold is not exceeded, the current control coefficient of the linear controller is maintained. The vehicle speed of the adaptive cruise vehicle is automatically controlled based on the compensation force and the feedback control force. Specifically, if the vehicle speed of the adaptive cruise vehicle changes abruptly, the compensation force is combined with the feedback control force. If the combined result is positive, then the vehicle drive actuator is used to drive the vehicle. If the combined result is negative, the vehicle brake actuator is used to brake the vehicle so that the adaptive cruise vehicle's speed returns to the set target speed.

2. The method according to claim 1, characterized in that, Also includes: A control coefficient table for the linear controller is established based on the vehicle's target acceleration and the calculated difference between the vehicle's target acceleration and its own acceleration.

3. The method according to claim 1, characterized in that, It also includes a step for determining whether the vehicle has entered the ramp, which includes: The real-time distance from the vehicle to the ramp is calculated based on the vehicle's real-time speed and the cumulative time integral. When the real-time distance is equal to the pre-identified distance, it is confirmed that the vehicle has entered the ramp.

4. The method according to claim 1, characterized in that, The step of calculating the compensation force of the ramp using the ramp information includes: When the vehicle's adaptive cruise control function is activated and road conditions ahead are detected, the vehicle's longitudinal control unit receives slope and distance information from the camera and lidar, and then uses a formula... Calculate the first compensation force for the vehicle entering the ramp, where... G is the total mass of the vehicle, and G is the acceleration due to gravity. This refers to the slope in front of the vehicle. It is a correction factor related to the load; Calculate the second compensation force for the vehicle entering the ramp based on the target acceleration and total mass of the vehicle. The compensation force of the ramp is calculated based on the sum of the first compensation force and the second compensation force.

5. The method according to claim 1, characterized in that, The method of identifying the slope information ahead of the vehicle in advance includes: Using cameras, information about the slope in front of the vehicle can be identified in advance; Using lidar, the distance information between the vehicle and the slope can be identified in advance.

6. A vehicle speed control device for adaptive cruise control, characterized in that, include: The processing module is used to identify the slope information in front of the vehicle in advance and to calculate the slope compensation force using the slope information. The determination module is used to find the control coefficient of the line controller based on the slope information when the vehicle enters the slope, so as to determine the feedback control force of the line controller; The processing module is also used to determine whether the slope in front of the vehicle exceeds the set slope threshold based on the acquired slope information. If the slope threshold is exceeded, the control coefficients of the linear controller are determined by looking up the established control coefficient table, and the feedback control force is calculated using the control coefficients. If the slope threshold is not exceeded, the current control coefficient of the linear controller is maintained. A control module for automatically controlling the vehicle speed of the adaptive cruise vehicle based on the compensation force and the feedback control force; The control module is also used to combine the compensation force with the feedback control force if the vehicle speed of the adaptive cruise vehicle changes abruptly. If the combined result is positive, then the vehicle drive actuator is used to drive the vehicle. If the combined result is negative, the vehicle brake actuator is used to brake the vehicle so that the adaptive cruise vehicle's speed returns to the set target speed.

7. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, It stores computer program instructions that, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 5.

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