Self-adaptive cruise dead zone processing control system and method

Abstract

The invention discloses a self-adaptive cruise dead zone processing control system and method, and belongs to the field of intelligent driving. The adaptive cruise dead zone processing control system comprises an ADS module, a BCM module, an environment sensor, an ESP module, a function switch and a center control large screen, the environment sensor is used for sensing external environment information, the ADS module is used for receiving a vehicle body state and a switching signal sent by the BCM module, receiving the external environment information sent by the environment sensor and then conducting transverse and longitudinal control on a vehicle, and the function switch is used for controlling the center control large screen. The BCM module is used for acquiring a vehicle body state and a switching signal of the function switch and transmitting the vehicle body state and the switching signal to the ADS module, and the ESP module is used for performing acceleration and deceleration control and stability control on a vehicle. According to the adaptive cruise dead zone processing control system and method, the adaptability and stability of an adaptive cruise system are improved, the control precision and safety of the adaptive cruise system are improved, and the comfort experience of a driver and passengers in the adaptive cruise process is enhanced.

Description

Technical Field

[0001] The invention relates to an adaptive cruise dead zone processing control system and method, belonging to the field of intelligent driving. Background Art

[0002] At present, vehicles equipped with adaptive cruise control have basically achieved universalization. However, for traditional fuel vehicles equipped with adaptive cruise control, radar, camera and other sensors are used to monitor the road conditions ahead in real time, including the speed and distance of the vehicle in front. The actuator adjusts the throttle opening or activates the braking system according to the instructions of the control module to control the vehicle speed.

[0003] In existing technologies, the dead zone processing of the actuator for longitudinal control in the adaptive cruise system is often relatively fixed, and lacks the ability to dynamically adjust the acceleration and deceleration of the adaptive cruise according to the actual driving conditions to compensate for the dead zone. The fixed dead zone setting cannot adapt to different road conditions and driving scenarios, and may cause the system to respond untimely or over-control, affecting the performance and safety of the adaptive cruise. Summary of the invention

[0004] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide an adaptive cruise dead zone processing control system and method, which improves the adaptability and stability of the adaptive cruise system, enhances the control accuracy and safety of the adaptive cruise system, and enhances the comfort experience of the driver and passengers during the adaptive cruise process.

[0005] In order to solve the above technical problems, the technical solution of the present invention is: On one hand, the present invention provides an adaptive cruise dead zone processing control system, which includes an ADS module, a BCM module, an environmental sensor, an ESP module, a function switch and a central control large screen; The environmental sensor is used to sense external environmental information; The ADS module is used to receive the vehicle body status and switch signals sent by the BCM module, receive the external environment information sent by the environmental sensor, and then control the vehicle horizontally and vertically, and control the display of the central control screen; The central control large screen is used to display the vehicle's lateral and longitudinal control information and road information; The function switch is used to send a switch signal to the ADS module through the vehicle body; The BCM module is used to obtain the vehicle body status and the switch signal of the function switch and transmit it to the ADS module; The ESP module is used to perform acceleration and deceleration control and stability control on the vehicle.

[0006] Furthermore, the ADS module includes an ACC dead zone compensation module, which is used to calculate the vehicle's target acceleration and the rate of change of the target acceleration according to the vehicle speed and the set following distance, and to determine whether the target acceleration is within the dead zone interval, and then perform dead zone compensation processing on the target acceleration within the dead zone interval, and output the compensated requested acceleration and the rate of change of the requested acceleration.

[0007] Further, the ACC dead zone compensation module includes an input data processing module, a target acceleration dead zone calculation module, an upper limit processing module, a lower limit processing module and a dead zone compensation arbitration module; The input data processing module is used to filter and determine the validity of the vehicle speed data and the following vehicle distance data; The target acceleration dead zone calculation module is used to calculate the target acceleration and the rate of change of the target acceleration according to the vehicle speed and the set following distance, and send the calculation results to the upper limit processing module and the lower limit processing module; The upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval; The dead zone compensation arbitration module is used to perform dead zone compensation processing on the target acceleration output by the upper limit processing module and the lower limit processing module within the dead zone interval, and output the compensated requested acceleration and the change rate of the requested acceleration.

[0008] Another aspect of the present invention provides a control method for an adaptive cruise dead zone processing control system, which comprises the following steps: Step S1: After the vehicle is started, a power-on self-test is performed. After the self-test is completed, it is confirmed that the vehicle has no faults and whether the function switch of the ADS module is turned on is determined. If it is turned on, jump to step S2; if it is not turned on, repeat step S1; Step S2: The vehicle's adaptive cruise function is turned on, and the ACC dead zone compensation module starts working.

[0009] Further, in step S2, the adaptive cruise function of the vehicle is turned on, and the ACC dead zone compensation module starts working, which specifically includes the following steps: Step S21, calculating the target acceleration and the rate of change of the target acceleration by a target acceleration dead zone calculation module; Step S22, determining whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval by means of the upper limit processing module and the lower limit processing module; Step S23: Perform dead zone compensation processing on the target acceleration through the dead zone compensation arbitration module, and output the compensated requested acceleration and the change rate of the requested acceleration.

[0010] Further, in step S21, the target acceleration and the rate of change of the target acceleration are calculated by the target acceleration dead zone calculation module, which specifically includes the following steps: Step S211, setting three following distances for the same target vehicle, namely a first distance, a second distance, and a third distance; Step S212: Calculate the first acceleration, the second acceleration, and the third acceleration corresponding to the three following distances respectively in combination with the actual driving state of the vehicle, and use the second acceleration as the target acceleration output by the target acceleration dead zone calculation module; Step S213: Calculate the rate of change of the target acceleration between two sampling periods using the second acceleration.

[0011] Further, in step S213, the change rate of the target acceleration between two sampling periods is calculated using the second acceleration, and the calculation formula of the change rate of the target acceleration is as follows: ; Among them, AccelerationChangeRate is the rate of change of target acceleration; CurrentAcceleration is the target acceleration of this cycle; PreviousAcceleration is the target acceleration of the previous cycle; SampleTimeInterval is the sampling time interval; α, β, and γ are weighting coefficients that are dynamically adjusted according to the vehicle driving scenario and vehicle characteristics.

[0012] Further, in step S22, the upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval, which specifically includes the following steps: It is determined whether the relationship between the target acceleration and the first acceleration lower limit, the dead zone acceleration, and the third acceleration upper limit meets the dead zone interval conditions. If the conditions are met, the target acceleration is within the dead zone interval. The dead zone interval conditions include: When the discrete points of the target acceleration are between the first acceleration lower limit and the dead zone acceleration, the variation trend of the discrete points of the target acceleration approaches the dead zone acceleration; When the discrete points of the target acceleration are between the third acceleration upper limit and the dead zone acceleration, the variation trend of the discrete points of the target acceleration approaches the dead zone acceleration.

[0013] Further, in step S23, the target acceleration is subjected to dead zone compensation processing by the dead zone compensation arbitration module, and the compensated requested acceleration and the rate of change of the requested acceleration are output, which specifically includes the following steps: Step S231, determining whether the vehicle is in a coasting condition, the coasting condition being that the discrete points of the target acceleration are between the first acceleration lower limit and the third acceleration upper limit, and the change trend of the discrete points of the target acceleration approaches the dead zone acceleration, if so, jump to step S232, if not, jump to step S233; Step S232: output the target acceleration as the compensated requested acceleration, calculate the change rate of the requested acceleration according to the differential of the requested acceleration, and increase the calculated change rate of the requested acceleration; Step S233: Calculate the requested acceleration after compensation in this cycle and the rate of change of the requested acceleration based on the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in this cycle.

[0014] Further, in step S233, the requested acceleration after compensation in the current cycle and the rate of change of the requested acceleration after compensation in the current cycle are calculated according to the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in the current cycle, which specifically includes the following steps: If the requested acceleration after compensation in the previous cycle is greater than the target acceleration before compensation in this cycle, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ; ; The calculation formula of the requested acceleration after compensation in this cycle is as follows: ; Among them, weight is the weight coefficient; is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the third acceleration upper limit; is the driving mode compensation coefficient function; The maximum value of the currently allowed change rate of the requested acceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration; Under the third acceleration upper limit requirement, based on Maximum rate of change of acceleration; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and <1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ; ; The calculation formula of the requested acceleration after compensation in this cycle is as follows: ; Among them, weight is the weight coefficient; is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the first acceleration lower limit; is the driving mode compensation coefficient function; The maximum value of the currently allowed change rate of the requested acceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration; Under the first acceleration lower limit requirement, based on Maximum rate of change of acceleration; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and ≥1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: = f(veh_speed); Among them, f(veh_speed) is the maximum acceleration change rate allowed at the current vehicle speed; The maximum value of the currently allowed rate of change of the requested acceleration.

[0015] By adopting the above technical solution, the present invention has the following beneficial effects: The present invention arranges an environmental sensor to sense external environmental information, and controls the vehicle in the lateral and longitudinal directions through an ADS module; an ACC dead zone compensation module is arranged in the ADS module, and a target acceleration and a rate of change of the target acceleration of the vehicle can be calculated according to the vehicle speed and a set following distance, and it is judged whether the target acceleration is within a dead zone interval, and then dead zone compensation processing is performed on the target acceleration within the dead zone interval; a dead zone compensation arbitration module is arranged in the ACC dead zone compensation module, and adaptive cruise acceleration and deceleration can be dynamically adjusted according to actual driving conditions to perform dead zone compensation, thereby improving the adaptability and stability of the adaptive cruise system, reducing control oscillation and overshoot caused by improper actuator dead zone compensation and non-compliance with actual conditions, reducing system control errors caused by unreasonable dead zone settings, improving the control accuracy and safety of the adaptive cruise, and enhancing the comfort experience of the driver and passengers during the adaptive cruise process. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a principle block diagram of the adaptive cruise dead zone processing control system of the present invention; Figure 2 is a principle block diagram of the ACC dead zone compensation module of the present invention; Figure 3 This is a flow chart of the adaptive cruise dead zone processing control method of the present invention; Figure 4 It is a schematic diagram of judging whether the target acceleration is in the dead zone according to the present invention. DETAILED DESCRIPTION

[0017] In order to make the content of the present invention more clearly understood, the present invention is further described in detail below based on specific embodiments in conjunction with the accompanying drawings.

[0018] Embodiment 1 like Figure 1 As shown, this embodiment provides an adaptive cruise dead zone processing control system, which includes an ADS module, a BCM module, an environmental sensor, an ESP module, a function switch and a central control screen; Environmental sensors are used to sense external environmental information; The ADS module is an assisted driving controller, which is used to receive the vehicle body status and switch signals sent by the BCM module, receive the external environment information sent by the environmental sensor, and then control the vehicle horizontally and vertically, and control the display of the central control screen; The large central control screen is used to display the vehicle's lateral and longitudinal control information and road information; The function switch is used to send a switch signal to the ADS module through the vehicle body; The BCM module is a body controller, which is used to obtain the body status and switch signals of the function switches and transmit them to the ADS module; The ESP module is a vehicle stability system used to control acceleration, deceleration and stability of the vehicle.

[0019] like Figure 1 As shown, the ADS module of this embodiment includes an ACC dead zone compensation module, which is used to calculate the target acceleration and the rate of change of the target acceleration of the vehicle according to the vehicle speed and the set following distance, and to determine whether the target acceleration is within the dead zone interval, and then perform dead zone compensation processing on the target acceleration within the dead zone interval, and output the compensated requested acceleration and the rate of change of the requested acceleration.

[0020] like Figure 2 As shown, the ACC dead zone compensation module of this embodiment includes an input data processing module, a target acceleration dead zone calculation module, an upper limit processing module, a lower limit processing module and a dead zone compensation arbitration module; The input data processing module is used to filter and determine the validity of the vehicle speed data and the following distance data to ensure the accuracy of the data; The target acceleration dead zone calculation module is used to calculate the target acceleration and the rate of change of the target acceleration according to the vehicle speed and the set following distance, and send the calculation results to the upper limit processing module and the lower limit processing module; The upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval. The upper limit processing module is used to make an upper limit judgment on the target acceleration output by the target acceleration dead zone calculation module, and the lower limit processing module is used to make a lower limit judgment on the target acceleration output by the target acceleration dead zone calculation module; The dead zone compensation arbitration module is used to perform dead zone compensation processing on the target acceleration output by the upper limit processing module and the lower limit processing module within the dead zone interval, and output the compensated requested acceleration and the change rate of the requested acceleration.

[0021] Embodiment 2 like Figure 3 As shown, this embodiment provides a control method of the adaptive cruise dead zone processing control system as in Embodiment 1, which comprises the following steps: Step S1: After the vehicle is started, a power-on self-test is performed. After the self-test is completed, it is confirmed that the vehicle has no faults and whether the function switch of the ADS module is turned on is determined. If it is turned on, jump to step S2; if it is not turned on, repeat step S1; Step S2: The vehicle's adaptive cruise function is turned on, and the ACC dead zone compensation module starts working.

[0022] In step S2 of this embodiment, the adaptive cruise function of the vehicle is turned on, and the ACC dead zone compensation module starts working, which specifically includes the following steps: Step S21, calculating the target acceleration and the rate of change of the target acceleration by a target acceleration dead zone calculation module; Step S22, determining whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval by means of the upper limit processing module and the lower limit processing module; Step S23: Perform dead zone compensation processing on the target acceleration through the dead zone compensation arbitration module, and output the compensated requested acceleration and the change rate of the requested acceleration.

[0023] In step S21 of this embodiment, the target acceleration and the rate of change of the target acceleration are calculated by the target acceleration dead zone calculation module, which specifically includes the following steps: Step S211: setting three following distances for the same target vehicle, namely, a first distance, a second distance, and a third distance, wherein the first distance is a long distance, the second distance is a medium distance, and the third distance is a short distance; Step S212: Calculate the first acceleration, the second acceleration, and the third acceleration corresponding to the three following distances respectively in combination with the actual driving state of the vehicle, and use the second acceleration as the target acceleration output by the target acceleration dead zone calculation module, wherein the first acceleration is a low acceleration, the second acceleration is a medium acceleration, and the third acceleration is a high acceleration; Step S213: Calculate the change rate of the target acceleration between two sampling periods using the second acceleration to determine the change trend of the target acceleration.

[0024] In step S213 of this embodiment, the change rate of the target acceleration between two sampling periods is calculated using the second acceleration. The calculation formula of the change rate of the target acceleration is as follows: ; Among them, AccelerationChangeRate is the rate of change of target acceleration; CurrentAcceleration is the target acceleration of this cycle; PreviousAcceleration is the target acceleration of the previous cycle; SampleTimeInterval is the sampling time interval; α, β, and γ are weighting coefficients that are dynamically adjusted according to the vehicle driving scenario and vehicle characteristics. When the vehicle speed is fast, the acceleration is large, and the steering angle is small, the value of α can be appropriately increased, the value of β can be reduced, and γ can be adjusted to adapt to different sampling time interval requirements.

[0025] like Figure 4As shown, in step S22 of this embodiment, the upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval, which specifically includes the following steps: Dead zone acceleration Located at the first acceleration lower limit and the third acceleration limit Determine the target acceleration and the first acceleration lower limit , Dead zone acceleration , The third acceleration limit Whether the relationship between meets the dead zone interval conditions. If so, the target acceleration is within the dead zone interval. The dead zone interval conditions include: When the discrete point 1 of the target acceleration is within the first acceleration lower limit and dead zone acceleration When the target acceleration is between 1 and 2, the change trend of discrete point 1 approaches the dead zone acceleration. ; When the discrete point 1 of the target acceleration is at the third acceleration upper limit and dead zone acceleration When the target acceleration is between 1 and 2, the change trend of discrete point 1 approaches the dead zone acceleration. .

[0026] In step S23 of this embodiment, the dead zone compensation arbitration module performs dead zone compensation processing on the target acceleration, and outputs the compensated requested acceleration and the rate of change of the requested acceleration, which specifically includes the following steps: Step S231, determining whether the vehicle is in a coasting condition, the coasting condition being that the discrete points of the target acceleration are between the first acceleration lower limit and the third acceleration upper limit, and the change trend of the discrete points of the target acceleration approaches the dead zone acceleration, if so, jump to step S232, if not, jump to step S233; Step S232: output the target acceleration as the compensated requested acceleration, calculate the change rate of the requested acceleration according to the differential of the requested acceleration, and appropriately increase the calculated change rate of the requested acceleration (+0.1) to achieve the gliding state as soon as possible; Step S233: Calculate the requested acceleration after compensation in this cycle and the rate of change of the requested acceleration based on the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in this cycle.

[0027] In step S233 of this embodiment, based on the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in the current cycle, the requested acceleration after compensation in the current cycle and the rate of change of the requested acceleration are calculated, that is, the maximum value of the corresponding rate of change of the requested acceleration is calculated, which specifically includes the following steps: If the requested acceleration after compensation in the previous cycle is greater than the target acceleration before compensation in this cycle, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ; ; The calculation formula of the requested acceleration after this cycle compensation is as follows: ; Among them, weight is a weight coefficient, which is used to determine whether the acceleration needs to be changed faster and more strongly. If the weight coefficient weight is close to 0, it means that the requested acceleration after compensation in the previous cycle is close to the third acceleration upper limit, indicating that the system needs to respond to changes in acceleration demand more quickly to avoid being too close to the vehicle in front. If the weight coefficient weight is close to 1, it means that the requested acceleration after compensation in the previous cycle is close to the target acceleration before compensation in this cycle, indicating that the system can adopt a more moderate control strategy because the current acceleration demand change is small; is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the third acceleration upper limit; It is the difference between the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in this cycle. is the difference between the third acceleration upper limit and the target acceleration before compensation in this cycle. exist The proportion occupied by ; is a driving mode compensation coefficient function, which performs compensation with different coefficients according to different driving modes; The maximum value of the currently allowed rate of change of the requested acceleration is obtained after adjustment by the "dead zone" and "hysteresis" logic. It is a dynamic result calculated by combining multiple factors (such as the upper limits of the second acceleration and the third acceleration) to limit the acceleration change range when the system responds, so as to avoid vehicle instability caused by drastic acceleration or deceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration, which is a reference value used to balance the acceleration requirements of the system; Under the third acceleration upper limit requirement, based on The maximum acceleration change rate is used to limit the acceleration change rate of the system when there is a high-speed demand (such as rapid overtaking or forced deceleration), ensuring that even in the case of high-speed demand, the change in acceleration is still controlled and does not exceed the acceptable range; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and <1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ; ; The calculation formula of the requested acceleration after this cycle compensation is as follows: ; Among them, weight is a weight coefficient, which is used to determine whether the acceleration needs to be changed faster and more strongly. If the weight coefficient weight is close to 0, it means that the requested acceleration after compensation in the previous cycle is close to the target acceleration before compensation in this cycle, indicating that the system can adopt a more moderate control strategy because the current acceleration demand change is small. If the weight coefficient weight is close to 1, it means that the requested acceleration after compensation in the previous cycle is close to the first acceleration lower limit, indicating that the system needs to respond to the change of acceleration demand more quickly to avoid being too far away from the vehicle in front. is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the first acceleration lower limit; is a driving mode compensation coefficient function, which performs compensation with different coefficients according to different driving modes; The maximum value of the currently allowed change rate of the requested acceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration; Under the first acceleration lower limit requirement, based on Maximum rate of change of acceleration; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and ≥1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: = f(veh_speed); Among them, f(veh_speed) is the maximum acceleration change rate allowed at the current vehicle speed; The maximum value of the currently allowed rate of change of the requested acceleration.

[0028] The working principle of the present invention is as follows: After the vehicle is started, a power-on self-test is performed. After the self-test is completed, it is confirmed that the vehicle has no faults. It is determined whether the function switch of the ADS module is turned on. If it is turned on, the vehicle's adaptive cruise function is turned on, and the ACC dead zone compensation module starts working. The target acceleration and the rate of change of the target acceleration are calculated through the target acceleration dead zone calculation module. The upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone range. The dead zone compensation arbitration module performs dead zone compensation processing on the target acceleration, and outputs the compensated request acceleration and the rate of change of the request acceleration.

[0029] The present invention arranges an environmental sensor to sense external environmental information, and controls the vehicle in the lateral and longitudinal directions through an ADS module; an ACC dead zone compensation module is arranged in the ADS module, and a target acceleration and a rate of change of the target acceleration of the vehicle can be calculated according to the vehicle speed and a set following distance, and it is judged whether the target acceleration is within a dead zone interval, and then dead zone compensation processing is performed on the target acceleration within the dead zone interval; a dead zone compensation arbitration module is arranged in the ACC dead zone compensation module, and adaptive cruise acceleration and deceleration can be dynamically adjusted according to actual driving conditions to perform dead zone compensation, thereby improving the adaptability and stability of the adaptive cruise system, reducing control oscillation and overshoot caused by improper actuator dead zone compensation and non-compliance with actual conditions, reducing system control errors caused by unreasonable dead zone settings, improving the control accuracy and safety of the adaptive cruise, and enhancing the comfort experience of the driver and passengers during the adaptive cruise process.

[0030] The specific embodiments described above further illustrate the technical problems, technical solutions and beneficial effects solved by the present invention. It should be understood that the above are only specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An adaptive cruise dead zone processing control system, characterized in that: It includes ADS module, BCM module, environmental sensor, ESP module, function switch and central control screen; The environmental sensor is used to sense external environmental information; The ADS module is used to receive the vehicle body status and switch signals sent by the BCM module, receive the external environment information sent by the environmental sensor, and then control the vehicle horizontally and vertically, and control the display of the central control screen; The central control large screen is used to display the vehicle's lateral and longitudinal control information and road information; The function switch is used to send a switch signal to the ADS module through the vehicle body; The BCM module is used to obtain the vehicle body status and the switch signal of the function switch and transmit it to the ADS module; The ESP module is used to perform acceleration and deceleration control and stability control on the vehicle; The ADS module includes an ACC dead zone compensation module, which is used to calculate the vehicle's target acceleration and the rate of change of the target acceleration according to the vehicle speed and the set following distance, and determine whether the target acceleration is within the dead zone interval, and then perform dead zone compensation processing on the target acceleration within the dead zone interval, and output the compensated requested acceleration and the rate of change of the requested acceleration.

2. The adaptive cruise dead zone processing control system according to claim 1, characterized in that: The ACC dead zone compensation module includes an input data processing module, a target acceleration dead zone calculation module, an upper limit processing module, a lower limit processing module and a dead zone compensation arbitration module; The input data processing module is used to filter and determine the validity of the vehicle speed data and the following vehicle distance data; The target acceleration dead zone calculation module is used to calculate the target acceleration and the rate of change of the target acceleration according to the vehicle speed and the set following distance, and send the calculation results to the upper limit processing module and the lower limit processing module; The upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval; The dead zone compensation arbitration module is used to perform dead zone compensation processing on the target acceleration output by the upper limit processing module and the lower limit processing module within the dead zone interval, and output the compensated requested acceleration and the change rate of the requested acceleration.

3. A control method for an adaptive cruise dead zone processing control system according to any one of claims 1 to 2, characterized in that: It includes the following steps: Step S1: After the vehicle is started, a power-on self-test is performed. After the self-test is completed, it is confirmed that the vehicle has no faults and whether the function switch of the ADS module is turned on is determined. If it is turned on, jump to step S2; if it is not turned on, repeat step S1; Step S2: The vehicle's adaptive cruise function is turned on, and the ACC dead zone compensation module starts working.

4. The control method of the adaptive cruise dead zone processing control system according to claim 3, characterized in that: In step S2, the adaptive cruise function of the vehicle is turned on, and the ACC dead zone compensation module starts working, which specifically includes the following steps: Step S21, calculating the target acceleration and the rate of change of the target acceleration by a target acceleration dead zone calculation module; Step S22, determining whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval by means of the upper limit processing module and the lower limit processing module; Step S23: Perform dead zone compensation processing on the target acceleration through the dead zone compensation arbitration module, and output the compensated requested acceleration and the change rate of the requested acceleration.

5. The control method of the adaptive cruise dead zone processing control system according to claim 4, characterized in that: In step S21, the target acceleration and the rate of change of the target acceleration are calculated by the target acceleration dead zone calculation module, which specifically includes the following steps: Step S211, setting three following distances for the same target vehicle, namely a first distance, a second distance, and a third distance; Step S212: Calculate the first acceleration, the second acceleration, and the third acceleration corresponding to the three following distances respectively in combination with the actual driving state of the vehicle, and use the second acceleration as the target acceleration output by the target acceleration dead zone calculation module; Step S213: Calculate the rate of change of the target acceleration between two sampling periods using the second acceleration.

6. The control method of the adaptive cruise dead zone processing control system according to claim 5, characterized in that: In step S213, the change rate of the target acceleration between two sampling periods is calculated using the second acceleration. The calculation formula of the change rate of the target acceleration is as follows: ； Among them, AccelerationChangeRate is the rate of change of target acceleration; CurrentAcceleration is the target acceleration of this cycle; PreviousAcceleration is the target acceleration of the previous cycle; SampleTimeInterval is the sampling time interval; α, β, and γ are weighting coefficients that are dynamically adjusted according to the vehicle driving scenario and vehicle characteristics.

7. The control method of the adaptive cruise dead zone processing control system according to claim 6, characterized in that: In step S22, the upper limit processing module and the lower limit processing module are used to determine whether the target acceleration output by the target acceleration dead zone calculation module is within the dead zone interval, which specifically includes the following steps: It is determined whether the relationship between the target acceleration and the first acceleration lower limit, the dead zone acceleration, and the third acceleration upper limit meets the dead zone interval conditions. If the conditions are met, the target acceleration is within the dead zone interval. The dead zone interval conditions include: When the discrete points of the target acceleration are between the first acceleration lower limit and the dead zone acceleration, the variation trend of the discrete points of the target acceleration approaches the dead zone acceleration; When the discrete points of the target acceleration are between the third acceleration upper limit and the dead zone acceleration, the variation trend of the discrete points of the target acceleration approaches the dead zone acceleration.

8. The control method of the adaptive cruise dead zone processing control system according to claim 7, characterized in that: In the step S23, the dead zone compensation arbitration module performs dead zone compensation processing on the target acceleration, and outputs the compensated requested acceleration and the rate of change of the requested acceleration, which specifically includes the following steps: Step S231, determining whether the vehicle is in a coasting condition, the coasting condition being that the discrete points of the target acceleration are between the first acceleration lower limit and the third acceleration upper limit, and the change trend of the discrete points of the target acceleration approaches the dead zone acceleration, if so, jump to step S232, if not, jump to step S233; Step S232: output the target acceleration as the compensated requested acceleration, calculate the change rate of the requested acceleration according to the differential of the requested acceleration, and increase the calculated change rate of the requested acceleration; Step S233: Calculate the requested acceleration after compensation in this cycle and the rate of change of the requested acceleration based on the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in this cycle.

9. The control method of the adaptive cruise dead zone processing control system according to claim 8, characterized in that: In step S233, the requested acceleration after compensation in the current cycle and the rate of change of the requested acceleration after compensation in the current cycle are calculated according to the requested acceleration after compensation in the previous cycle and the target acceleration before compensation in the current cycle, which specifically includes the following steps: If the requested acceleration after compensation in the previous cycle is greater than the target acceleration before compensation in this cycle, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ； ； The calculation formula of the requested acceleration after compensation in this cycle is as follows: ； Among them, weight is the weight coefficient; is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the third acceleration upper limit; is the driving mode compensation coefficient function; The maximum value of the currently allowed change rate of the requested acceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration; Under the third acceleration upper limit requirement, based on Maximum rate of change of acceleration; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and < 1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: ； ； The calculation formula of the requested acceleration after compensation in this cycle is as follows: ； Among them, weight is the weight coefficient; is the requested acceleration after compensation in the previous cycle; is the target acceleration before compensation in this cycle; is the first acceleration lower limit; is the driving mode compensation coefficient function; The maximum value of the currently allowed change rate of the requested acceleration; Based on the target acceleration requirement before compensation in this cycle, The rate of change of acceleration; Under the first acceleration lower limit requirement, based on Maximum rate of change of acceleration; a is the requested acceleration after compensation in this cycle; is the sampling time interval; If the requested acceleration after compensation in the previous cycle is less than the target acceleration before compensation in this cycle and ≥1, the calculation formula for the change rate of the requested acceleration after compensation in this cycle is as follows: = f(veh_speed); Among them, f(veh_speed) is the maximum acceleration change rate allowed at the current vehicle speed; The maximum value of the currently allowed rate of change of the requested acceleration.

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