A vehicle driver assistance system control method, vehicle, and storage medium

Abstract

This invention discloses a vehicle-assisted driving system control method, a vehicle, and a storage medium. The vehicle-assisted driving system control method includes: acquiring the vehicle's actual speed and the road surface slope; determining whether the actual speed is less than a preset speed threshold and whether the road surface slope is less than a preset slope threshold; when the actual speed is greater than or equal to the speed threshold and the road surface slope is greater than or equal to the slope threshold, controlling the acquisition of the vehicle's actual driving state and controlling the acquisition of the driving state of the vehicle in front; and controlling the selection of driving assistance functions based on the actual driving state and the driving state of the vehicle in front. This invention can promptly determine the appropriate driving assistance function based on the vehicle's actual driving state and the driving state of the vehicle in front, effectively reducing the conflict and interference between multiple driving assistance functions after reaching the activation condition, thereby improving driving comfort and safety.

Description

Technical Field

[0001] This invention relates to a control system for vehicle driving control, and more particularly to a control method for a vehicle driver assistance system, a vehicle, and a storage medium. Background Technology

[0002] With the development of automotive intelligence, vehicles are becoming increasingly feature-rich, making the interaction and control logic between these driver assistance functions crucial; otherwise, it can negatively impact the user experience. For example, when using adaptive cruise control on a steep road, the vehicle may fail to automatically switch to hill descent control due to a conflict with the vehicle's hill descent control function. The steep incline introduces additional variables to the driving experience, causing frequent acceleration and deceleration when using adaptive cruise control, potentially compromising driving safety. Therefore, a better driver assistance system with a superior user experience is urgently needed. Summary of the Invention

[0003] The purpose of this invention is to provide a vehicle suspension system control method, a vehicle, and a storage medium to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

[0004] A vehicle driver assistance system control method according to a first aspect of the present invention includes:

[0005] Obtain the actual vehicle speed and the slope of the road surface.

[0006] Determine whether the actual vehicle speed is less than a preset vehicle speed threshold, and determine whether the slope value of the road surface is less than a preset slope threshold. When the actual vehicle speed is greater than or equal to the vehicle speed threshold and the slope value of the road surface is greater than or equal to the slope threshold, control the acquisition of the actual driving state of the vehicle and control the acquisition of the driving state of the vehicle in front of the vehicle.

[0007] The driving assistance function is selected based on the actual driving status and the driving status of the vehicle in front.

[0008] This technical solution has at least the following beneficial effects: First, the vehicle's current actual speed and the road surface slope value are obtained. The vehicle has pre-set speed and slope thresholds. The actual speed is compared with the speed thresholds to determine the vehicle speed status. The road surface slope value is compared with the slope thresholds to determine the road surface slope status. When the actual speed is greater than or equal to the vehicle speed threshold and the road surface slope value is greater than or equal to the slope threshold, the vehicle's driving conditions are likely to activate at least two different driving assistance functions simultaneously. That is, the vehicle speed and road surface slope conditions meet the requirements for simultaneously operating at least two driving assistance functions, such as adaptive cruise control and hill descent control. The appropriate driving assistance function needs to be selected based on the actual vehicle driving status and the driving status of the vehicle in front. This allows for timely judgment based on the actual vehicle driving status and the driving status of the vehicle in front when multiple driving assistance functions are simultaneously available, effectively reducing conflicts and interference between multiple driving assistance functions after activation, thereby improving driving comfort and safety.

[0009] According to some embodiments of the present invention, the actual driving state includes driver acceleration and driver deceleration, and obtaining the actual driving state of the vehicle includes obtaining either the driver acceleration or the driver deceleration state.

[0010] According to some embodiments of the present invention, the driving assistance function includes hill descent control, and the step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle in front includes:

[0011] When the vehicle is in a state of driver deceleration, control the steep slope descent to standby;

[0012] When the vehicle ends the driver's deceleration state, it is determined whether the actual vehicle speed is less than the vehicle speed threshold. When the actual vehicle speed is greater than or equal to the vehicle speed threshold, the vehicle is controlled to enter the steep slope descent and the vehicle is controlled to maintain the actual vehicle speed.

[0013] According to some embodiments of the present invention, the driving state of the vehicle in front includes the vehicle in front accelerating, the vehicle in front decelerating, the vehicle in front moving at a constant speed, and no vehicle in front. Obtaining the driving state of the vehicle in front includes obtaining any one of the following states: the vehicle in front accelerating, the vehicle in front decelerating, the vehicle in front moving at a constant speed, and no vehicle in front.

[0014] According to some embodiments of the present invention, the driving assistance function includes hill descent control, and the step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle in front includes:

[0015] When the vehicle is in either the state of the preceding vehicle moving at a constant speed or the state of having no preceding vehicle, the control enters the steep slope descent.

[0016] According to some embodiments of the present invention, the driving assistance function includes adaptive cruise control, and the step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle ahead includes:

[0017] When the vehicle is in any of the states of driver acceleration, preceding vehicle acceleration, and preceding vehicle deceleration, the control enters the adaptive cruise control.

[0018] According to some embodiments of the present invention, the driving assistance function further includes hill descent control, and the step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle in front further includes:

[0019] When the vehicle switches to either the state of the preceding vehicle traveling at a constant speed or the state of having no preceding vehicle, the adaptive cruise control is disengaged and the vehicle enters the hill descent control mode.

[0020] According to some embodiments of the present invention, the control to exit the adaptive cruise and control to enter the hill descent includes:

[0021] When the slope of the road surface is greater than 8% and less than 15%, the adaptive cruise control will be disengaged within a first preset time and the steep slope descent will be initiated within a second preset time.

[0022] When the slope of the road surface is greater than or equal to 15%, the adaptive cruise control will be disengaged within a third preset time and the steep slope descent will be initiated within a fourth preset time, wherein the fourth preset time is less than the second preset time.

[0023] According to some embodiments of the present invention, the vehicle driver assistance system control method further includes:

[0024] When the actual vehicle speed is less than the vehicle speed threshold, the system will switch to adaptive cruise control.

[0025] According to some embodiments of the present invention, the vehicle driver assistance system control method further includes:

[0026] When the slope of the road surface is less than a preset slope threshold, the system will enter adaptive cruise control.

[0027] According to a second aspect of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the above-described vehicle driver assistance system control method.

[0028] This technical solution has at least the following beneficial effects: when a vehicle is in motion, it can promptly determine the actual driving status of the vehicle and the driving status of the vehicle in front, based on the actual driving status of the vehicle and the vehicle in front, in order to select and switch to the appropriate driving assistance function. This effectively reduces the conflict and interference between multiple driving assistance functions after they reach the activation state, thereby improving driving comfort and safety.

[0029] According to a third aspect of the present invention, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the above-described vehicle driver assistance system control method.

[0030] The technical solution has at least the following beneficial effects: the above-mentioned vehicle assisted driving system control method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to control the vehicle assisted driving system, it can promptly judge the actual driving state of the vehicle and the driving state of the vehicle in front when the vehicle reaches the condition of simultaneously satisfying multiple driving assistance functions, so as to select and switch to the appropriate driving assistance function, effectively reducing the situation of mutual conflict and interference between multiple driving assistance functions after reaching the activation condition, thereby improving driving comfort and safety.

[0031] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] Figure 1 This is a flowchart of the vehicle driver assistance system control method of the present invention.

[0033] Figure 2 This is a flowchart of the present invention for controlling and selecting driving assistance functions based on the actual driving state and the driving state of the vehicle in front. Detailed Implementation

[0034] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0035] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0036] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0037] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0038] Reference Figure 1 A vehicle driver assistance system control method according to a first aspect embodiment includes, but is not limited to, the following steps:

[0039] Step S100: Obtain the vehicle's actual speed and the slope of the road surface. A speed sensor and a tilt sensor are installed on the vehicle. The speed sensor measures the vehicle's current speed, i.e., the actual speed, and the tilt sensor measures the slope of the road surface, i.e., the slope of the road surface.

[0040] Step S200: Determine whether the actual vehicle speed is less than a preset vehicle speed threshold, and proceed to step S300: Determine whether the road surface slope value is less than a preset slope threshold. The vehicle has preset vehicle speed and slope thresholds. The measured actual vehicle speed is compared with the vehicle speed threshold, and the measured road surface slope value is compared with the slope threshold. These two comparisons serve as the conditions for triggering different driving assistance functions.

[0041] When the actual vehicle speed is greater than or equal to the vehicle speed threshold and the road surface slope is greater than or equal to the slope threshold, proceed to step S400 to control the acquisition of the vehicle's actual driving state and the acquisition of the driving state of the vehicle in front. When the actual vehicle speed is greater than or equal to the vehicle speed threshold and the road surface slope is also greater than or equal to the slope threshold, the conditions for activating another driving assistance function, such as hill descent control, are met. To further determine the driving assistance function to be selected, the actual driving state of the vehicle and the driving state of the vehicle in front are acquired. The actual driving state of the vehicle can be acquired by determining whether the vehicle has received an acceleration request from the driver. The driving state of the vehicle in front can be acquired through laser sensors, cameras, etc.

[0042] Step S500: Select a driving assistance function based on the actual driving status and the driving status of the vehicle in front. The appropriate driving assistance function is determined by comprehensively considering the actual driving status controlled by the driver and the driving status of the vehicle in front.

[0043] As described above, the system first obtains the vehicle's current actual speed and the road surface gradient. The vehicle has pre-set speed and gradient thresholds. The actual speed is compared to these thresholds to determine the vehicle's speed status, and the road surface gradient is compared to these thresholds to determine the road surface gradient status. When both the actual speed and the road surface gradient are greater than or equal to the thresholds, the vehicle's driving conditions are conducive to activating at least two different driving assistance functions simultaneously. This means that the vehicle's speed and road surface gradient conditions meet the requirements for simultaneously operating at least two driving assistance functions, such as adaptive cruise control and hill descent control. The appropriate driving assistance function needs to be selected based on the vehicle's actual driving status and the driving status of the vehicle in front. This allows for timely judgment based on the vehicle's actual driving status and the driving status of the vehicle in front when multiple driving assistance functions are simultaneously available, effectively reducing conflicts and interference between multiple driving assistance functions after activation, thereby improving driving comfort and safety.

[0044] Setting speed and gradient thresholds allows for the differentiation of whether different driving assistance functions need to be activated automatically. For example, hill descent control is generally not needed when the vehicle does not reach the set speed and gradient thresholds. The speed threshold can be set between 8 and 12 kph, for example, a speed threshold of 10 kph. The gradient threshold can be set between 6% and 10%, for example, a gradient threshold of 8%. Therefore, when the actual vehicle speed is greater than or equal to 10 kph and the road gradient is greater than or equal to 8%, the conditions for using the hill descent control function are met.

[0045] In step S400, the actual driving state includes driver acceleration and driver deceleration. Obtaining the actual driving state of the vehicle includes obtaining either driver acceleration or driver deceleration. By determining whether the vehicle receives an acceleration request from the driver, when the driver presses the accelerator pedal to accelerate the vehicle, this is the driving state of driver acceleration; when the driver presses the accelerator pedal to decelerate the vehicle, this is the driving state of driver deceleration. Thus, the driver's control state of the vehicle can be obtained.

[0046] There are various driving assistance functions, including adaptive cruise control and hill descent control. In step S500, the implementation method of the driving assistance function is selected according to the actual driving state and the driving state of the vehicle in front. There are various methods, such as... Figure 2 As shown, as an example of embodiment one, the steps include, but are not limited to, the following:

[0047] Step S511: When the vehicle is in a state of driver deceleration, hill descent control is activated. In step S200, since it is determined that the actual vehicle and road slope value meet the working conditions for hill descent, and the driver brakes and decelerates, there may be danger on the road surface. Therefore, the vehicle is in a state of driver actively taking over braking and hill descent activation.

[0048] Step S512: When the vehicle ends the driver's deceleration state, determine whether the actual vehicle speed is less than the vehicle speed threshold. If the actual vehicle speed is greater than or equal to the vehicle speed threshold, proceed to step S513, control the vehicle to enter hill descent control and maintain the vehicle speed at the actual speed. After the vehicle ends the driver's active braking deceleration, due to the decrease in actual vehicle speed, it is necessary to reconfirm whether the current operating conditions meet the vehicle speed threshold. If the actual vehicle speed is still greater than or equal to the vehicle speed threshold, proceed to step S513, where hill descent control takes over, allowing the vehicle to maintain the current speed. When the actual vehicle speed is less than the speed threshold, hill descent control does not take over. Because the vehicle speed is relatively low at this time, even if the vehicle rolls downhill, the driver has sufficient reaction time to control it.

[0049] In step S400, the driving state of the vehicle ahead includes the vehicle ahead accelerating, the vehicle ahead decelerating, the vehicle ahead moving at a constant speed, and no vehicle ahead. Obtaining the driving state of the vehicle ahead includes obtaining any one of these states. The driving state of the vehicle ahead can be obtained through laser sensors, cameras, etc. For example, by identifying the distance between the vehicle ahead and the vehicle itself, it can be determined whether the vehicle ahead is accelerating, decelerating, or not accelerating or decelerating, thus obtaining the driving states of the vehicle ahead (accelerating, decelerating, and moving at a constant speed). When no vehicle is detected within a certain distance in front of the vehicle, it is considered a driving state with no vehicle ahead. By obtaining the driving state information of the vehicle ahead, it can be used for the selection and use of driving assistance functions, such as the use of adaptive cruise control.

[0050] In step S500, there are various ways to select the driving assistance function based on the actual driving state and the driving state of the vehicle in front. As an example of embodiment two, it includes, but is not limited to, the following steps:

[0051] Step S521: When the vehicle is in either a state where the vehicle in front is moving at a constant speed or there is no vehicle in front, the control enters hill descent control. When the vehicle in front is moving at a constant speed, since the actual vehicle speed is greater than or equal to the vehicle speed threshold and the road slope value is greater than or equal to the slope threshold, that is, the actual vehicle speed and road slope value are relatively large. At this time, using hill descent control to control the vehicle speed can effectively overcome the problem of frequent acceleration and deceleration that is easy to occur when using adaptive cruise control to control the vehicle speed, and greatly improve driving comfort and safety.

[0052] In both Embodiment 1 and Embodiment 2, when the vehicle is under hill descent control, adaptive cruise control can also enter standby mode. When the vehicle is in a non-hill descent driving state, it is then determined whether to switch to adaptive cruise control.

[0053] In step S500, there are various ways to select the driving assistance function based on the actual driving state and the driving state of the vehicle in front. As an example of embodiment three, it includes, but is not limited to, the following steps:

[0054] Step S531: When the vehicle is in any of the states of driver acceleration, vehicle acceleration in front acceleration, or vehicle deceleration in front, the control is activated to engage adaptive cruise control. Adaptive cruise control can also assist in controlling the vehicle's speed when the driver is autonomously controlling acceleration, or when the vehicle in front is detected to be accelerating or decelerating, so that the vehicle reaches a preset target speed.

[0055] Step S532: When the vehicle switches to either a state where the vehicle in front is moving at a constant speed or a state where there is no vehicle in front, the adaptive cruise control is disengaged and hill descent control is activated. During adaptive cruise control, the vehicle's speed needs to be adjusted according to the speed of the vehicle in front. Therefore, when a state where there is no vehicle in front is obtained, the driving assistance function needs to be switched promptly. Additionally, when the vehicle in front is moving at a constant speed, because the vehicle is on a road surface with a steep gradient (i.e., the gradient value is greater than or equal to the gradient threshold), excessive variables can cause the adaptive cruise control to frequently accelerate and decelerate when controlling the vehicle's speed. Therefore, the driving assistance function also needs to be switched promptly. Thus, the vehicle uses adaptive cruise control to assist driving when the driver accelerates, the vehicle in front accelerates, or the vehicle in front decelerates. When the vehicle switches to either a state where the vehicle in front is moving at a constant speed or a state where there is no vehicle in front, hill descent control is used to assist driving.

[0056] In step S532, when the vehicle driving state changes and causes the adaptive cruise control to switch to hill descent control, the vehicle will have different descent speeds depending on the slope of the road surface. To improve driving safety, it is necessary to switch the driving assistance function in a timely manner. Therefore, in this embodiment, controlling the exit of adaptive cruise control and controlling the entry of hill descent control includes, but is not limited to, the following steps:

[0057] Step S5321: When the road surface slope is greater than 8% and less than 15%, the adaptive cruise control is disengaged within a first preset time and hill descent control is activated within a second preset time. When the driver accelerates or the vehicle in front accelerates, the vehicle enters adaptive cruise control. When the vehicle switches to either a state where the vehicle in front is moving at a constant speed or where there is no vehicle in front, if the road surface slope is between 8% and 15%, the adaptive cruise control is disengaged within a first preset time, and hill descent control takes over. The braking pressure required to reach the target speed is established within a second preset time. When the vehicle is decelerating from the vehicle in front, the vehicle enters adaptive cruise control. When the vehicle switches to either a state where the vehicle in front is moving at a constant speed or where there is no vehicle in front, if the road surface slope is between 8% and 15%, the adaptive cruise control is disengaged within a first preset time, and hill descent control takes over. Excess braking pressure is released within a second preset time. For example, the first preset time is within 180 to 220 milliseconds, and the second preset time is within 80 to 120 milliseconds.

[0058] Step S5322: When the road surface gradient is greater than or equal to 15%, the adaptive cruise control is disengaged within a third preset time and hill descent control is activated within a fourth preset time. The fourth preset time is shorter than the second preset time. When the driver accelerates or the vehicle in front accelerates, the vehicle enters adaptive cruise control. When the vehicle switches to either a constant speed ahead or no ahead vehicle, if the road surface gradient is greater than 15%, the adaptive cruise control is disengaged within the third preset time, and hill descent control takes over. The braking pressure required to reach the target speed is established within the fourth preset time. When the vehicle is decelerating ahead, the vehicle enters adaptive cruise control. When the vehicle switches to either a constant speed ahead or no ahead vehicle, if the road surface gradient is greater than 15%, the adaptive cruise control is disengaged within the third preset time, and hill descent control takes over. Excess braking pressure is released within the fourth preset time. For example, the third preset time is within 180 to 220 milliseconds, and the fourth preset time is within 40 to 60 milliseconds.

[0059] In actual driving, there are situations where the vehicle repeatedly switches between different road surface gradients around 15%. For example, when the vehicle is driving on a road with a gradient of about 15%, if the road surface is uneven, the resulting road surface gradient will be unstable. In order to switch the driving assistance function stably, the first obtained road surface gradient value should be used as the standard, and step S5311 or step S5322 should be executed. There is no need to switch repeatedly between these two steps, which effectively reduces the occurrence of adverse situations such as control jamming.

[0060] Thus, in step S532, when the vehicle's driving state changes, the switching speed is adjusted in a timely manner according to different road slopes. This can better adjust the smoothness of switching between different driving assistance functions and take into account driving safety, making the vehicle's assisted driving system control more reasonable.

[0061] In step S200, it is determined whether the actual vehicle speed is less than a preset speed threshold. If the actual vehicle speed is less than the speed threshold, the process proceeds to step S600, where adaptive cruise control is activated. Similarly, in step S200, it is determined whether the current road slope is less than a preset slope threshold. If the current road slope is less than the slope threshold, the process proceeds to step S600, where adaptive cruise control is activated. When the vehicle's actual speed and the current road slope are relatively close, i.e., not exceeding the speed or slope thresholds, adaptive cruise control can also control the impact of the slope on the vehicle, thus better controlling the vehicle's driving state. Furthermore, in actual driving, adaptive cruise control covers a wider range of driving conditions, thereby reducing the need to switch driving assistance functions and improving driving smoothness and comfort.

[0062] According to a second aspect of the present invention, a vehicle includes a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the aforementioned vehicle-assisted driving system control method. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0063] This technical solution has at least the following beneficial effects: when a vehicle is in motion, it can promptly determine the actual driving status of the vehicle and the driving status of the vehicle in front, based on the actual driving status of the vehicle and the vehicle in front, in order to select and switch to the appropriate driving assistance function. This effectively reduces the conflict and interference between multiple driving assistance functions after they reach the activation state, thereby improving driving comfort and safety.

[0064] According to a third aspect of the present invention, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform the aforementioned vehicle-assisted driving system control method. The computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. The computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, the computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0065] The technical solution has at least the following beneficial effects: the above-mentioned vehicle assisted driving system control method can be implemented as a computer program and tangibly contained in a computer-readable storage medium. When the processor uses this computer-readable storage medium to control the vehicle assisted driving system, it can promptly judge the actual driving state of the vehicle and the driving state of the vehicle in front when the vehicle reaches the condition of simultaneously satisfying multiple driving assistance functions, so as to select and switch to the appropriate driving assistance function, effectively reducing the situation of mutual conflict and interference between multiple driving assistance functions after reaching the activation condition, thereby improving driving comfort and safety.

[0066] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A control method for a vehicle driver assistance system, characterized in that: include: Obtain the actual vehicle speed and the slope of the road surface. Determine whether the actual vehicle speed is less than a preset vehicle speed threshold, and determine whether the slope value of the road surface is less than a preset slope threshold; When the actual vehicle speed is greater than or equal to the vehicle speed threshold and the road surface slope is greater than or equal to the slope threshold, the system controls the acquisition of the actual driving state of the vehicle and the acquisition of the driving state of the vehicle in front of it. The driving assistance function is selected based on the actual driving state and the driving state of the vehicle in front. The driving assistance function includes hill descent control and adaptive cruise control. The selection of driving assistance function based on the actual driving state and the driving state of the vehicle in front includes: when the vehicle is in either a state where the vehicle in front is moving at a constant speed or there is no vehicle in front, the vehicle is controlled to enter the hill descent control. When the vehicle is in any of the states of driver acceleration, preceding vehicle acceleration, and preceding vehicle deceleration, the control enters the adaptive cruise control.

2. The vehicle assisted driving system control method according to claim 1, characterized in that: The actual driving state includes driver acceleration and driver deceleration, and obtaining the actual driving state of the vehicle includes obtaining either the driver acceleration or the driver deceleration state.

3. The vehicle assisted driving system control method according to claim 2, characterized in that: The driving assistance function includes hill descent control. The step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle ahead includes: When the vehicle is in a state of driver deceleration, control the steep slope descent to standby; When the vehicle ends the driver's deceleration state, it is determined whether the actual vehicle speed is less than the vehicle speed threshold. When the actual vehicle speed is greater than or equal to the vehicle speed threshold, the vehicle is controlled to enter the steep slope descent and the vehicle is controlled to maintain the actual vehicle speed.

4. The vehicle assisted driving system control method according to claim 2, characterized in that: The preceding vehicle's driving state includes preceding vehicle acceleration, preceding vehicle deceleration, preceding vehicle constant speed, and no preceding vehicle. Obtaining the preceding vehicle's driving state includes obtaining any one of the preceding vehicle acceleration, preceding vehicle deceleration, preceding vehicle constant speed, and no preceding vehicle.

5. The vehicle driver assistance system control method according to claim 1, characterized in that: The driving assistance function also includes hill descent control. The step of controlling the selection of the driving assistance function based on the actual driving state and the driving state of the vehicle ahead also includes: When the vehicle switches to either the state of the preceding vehicle traveling at a constant speed or the state of having no preceding vehicle, the adaptive cruise control is disengaged and the vehicle enters the hill descent control mode.

6. The vehicle driver assistance system control method according to claim 5, characterized in that: The control to exit the adaptive cruise and control to enter the hill descent control includes: When the slope of the road surface is greater than 8% and less than 15%, the adaptive cruise control will be disengaged within a first preset time and the steep slope descent will be initiated within a second preset time. When the slope of the road surface is greater than or equal to 15%, the adaptive cruise control will be disengaged within a third preset time and the steep slope descent will be initiated within a fourth preset time, wherein the fourth preset time is less than the second preset time.

7. The vehicle assisted driving system control method according to claim 1, characterized in that: Also includes: When the actual vehicle speed is less than the vehicle speed threshold, the system will switch to adaptive cruise control.

8. The vehicle driver assistance system control method according to claim 1, characterized in that: Also includes: When the slope of the road surface is less than a preset slope threshold, the system will enter adaptive cruise control.

9. A vehicle, characterized in that: It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the vehicle driver assistance system control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions for causing a computer to perform the vehicle driver assistance system control method as described in any one of claims 1 to 8.

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