Cruise speed control method, device, equipment, storage medium and program product

Abstract

The application provides a cruise vehicle speed control method, device, equipment, storage medium and program product, and relates to the technical field of intelligent driving assistance of vehicles. The method comprises the following steps: obtaining the jth to ith state information of a current vehicle; determining the ith maximum braking acceleration of the current vehicle according to the utilization rate of the road adhesion coefficient corresponding to the weight of the current vehicle and the ith real-time estimated road adhesion coefficient; calculating the ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and the ith actual vehicle speed of the current vehicle; and performing vehicle speed control on the current vehicle according to the ith minimum braking distance and the state information in the ith vehicle speed control period. According to the method, the utilization rate of the road adhesion coefficient under different vehicle weights is used to dynamically adjust the minimum braking distance, the accuracy of the determined minimum braking distance is improved, and the driving safety of the heavy commercial vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving assistance of vehicles, and in particular to a cruise speed control method, device, equipment, storage medium and program product. BACKGROUND

[0002] An adaptive cruise control (ACC) system detects the position and speed of a front vehicle through a sensor in a vehicle, and automatically adjusts the speed of the current vehicle to maintain a safe distance. Such intelligent cruise control not only reduces the burden of the driver, but also improves the driving safety and road traffic capacity, and is one of the important research directions of the advanced driving assistance system (ADAS).

[0003] In the prior art, the ACC system usually sets a preset cruise speed according to the distance between the current vehicle and the front vehicle, and determines the maximum braking acceleration by using the estimated road adhesion coefficient, so as to adjust the preset cruise speed and determine the minimum braking distance for safe driving.

[0004] However, for heavy commercial vehicles, simply relying on the estimated road adhesion coefficient to determine the maximum braking acceleration and then the minimum braking distance may result in inaccurate determination of the minimum braking distance, thereby increasing the risk of rear-end accidents and the like. SUMMARY

[0005] The present application provides a cruise speed control method, device, equipment, storage medium and program product, which dynamically adjusts the minimum braking distance by using the road adhesion coefficient utilization rate under different vehicle weights, thereby improving the accuracy of the minimum braking distance determined by the ACC system, effectively preventing rear-end accidents, and improving the driving safety of heavy commercial vehicles under various driving conditions.

[0006] In a first aspect, the present application provides a cruise speed control method, which comprises:

[0007] Obtaining jth to ith state information of the current vehicle, the state information comprising: the distance between the current vehicle and the front obstacle, the actual speed of the current vehicle, the jth to ith state information being the state information of the current vehicle in the jth to ith speed control period, i being an integer greater than or equal to 2, j being an integer greater than or equal to 1 and less than i;

[0008] Determining the ith maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith real-time estimated road adhesion coefficient;

[0009] According to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle, the i-th minimum braking distance of the current vehicle is calculated;

[0010] In the i-th vehicle speed control period, the current vehicle is controlled according to the i-th minimum braking distance and the state information.

[0011] In a possible design, the current vehicle is controlled according to the i-th minimum braking distance and the state information, including:

[0012] According to the preset safety redundancy, the distance acquisition error of the distance sensor on the current vehicle when collecting the distance, and the i-th minimum braking distance, the i-th first distance threshold and the i-th second distance threshold are determined, the first distance threshold is obtained by increasing the i-th minimum braking distance by the preset safety redundancy and the distance acquisition error, the first distance threshold is positively correlated with the preset safety redundancy and the distance acquisition error, the second distance threshold is obtained by increasing the i-th minimum braking distance by the distance acquisition error, and the second distance threshold is positively correlated with the distance acquisition error.

[0013] According to the i-th first distance threshold, the i-th second distance threshold and the state information, the preset cruise speed is adjusted to obtain the i-th target speed;

[0014] The current vehicle is controlled according to the i-th target speed.

[0015] In a possible design, the preset cruise speed is adjusted to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold and the state information, including:

[0016] When the i-th distance is greater than the i-th first distance threshold, and the j-th to i-th distances are not sequentially reduced, the preset cruise speed is taken as the i-th target speed;

[0017] When the i-th distance is less than or equal to the i-th second distance threshold, and the continuous multiple estimated accelerations of the front obstacle are all less than or equal to the preset acceleration, the i-th target speed and the i-th target torque are both set to 0, and the preset acceleration is negatively correlated with the product of the road adhesion coefficient utilization rate corresponding to the weight of the front obstacle, the i-th road adhesion coefficient, and the gravitational acceleration.

[0018] Otherwise, according to the i-th state information and the i-1-th state information, the i-th estimated speed of the front obstacle is calculated, and the preset cruise speed is adjusted to obtain the i-th target speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated speed and the state information.

[0019] In a possible design, the preset cruise speed is adjusted according to the i th first distance threshold, the i th second distance threshold, the i th estimated vehicle speed, and the state information to obtain the i th target vehicle speed, including:

[0020] When the i th distance is greater than the i th first distance threshold, and the j th to i th distances are sequentially reduced, a distance difference between the i th distance and the i th first distance threshold is calculated, and a square difference between the preset cruise speed and the i th estimated vehicle speed is calculated, so as to determine the i th target vehicle speed according to the preset cruise speed, the square difference, a calculation period of the target vehicle speed, and the distance difference, the i th target vehicle speed being positively correlated with the preset cruise speed and the distance difference, and being negatively correlated with the calculation period and the square difference.

[0021] When the i th distance is less than or equal to the i th first distance threshold, and the i th distance is greater than or equal to the i th second distance threshold, the i th estimated vehicle speed is determined as the target vehicle speed.

[0022] When the i th distance is less than or equal to the i th first distance threshold, and the i th distance is greater than or equal to the i th second distance threshold, and the i th target vehicle speed is the i th estimated vehicle speed, and the j th distance to the i th distance are sequentially reduced, or when the i th distance is less than or equal to the i th second distance threshold, and the i th estimated acceleration of the front obstacle is greater than 0, a ratio between the i th estimated vehicle speed and the i th minimum braking distance is calculated, and the target vehicle speed is determined according to the i th estimated vehicle speed and the distance difference, the i th target vehicle speed being positively correlated with the i th estimated vehicle speed, the distance difference, and the ratio.

[0023] When the i th distance is less than or equal to the i th second distance threshold, and the i th estimated acceleration of the front obstacle is less than or equal to 0, the i th target vehicle speed is determined according to the i th estimated vehicle speed, the distance difference, the ratio, and the i th estimated speed change amount of the front obstacle, the i th target vehicle speed being positively correlated with the i th estimated vehicle speed, the distance difference, the ratio, and the i th estimated speed change amount, the i th estimated speed change amount being a product of a sampling period of the distance and the i th estimated acceleration.

[0024] In a possible design, the i th estimated vehicle speed of the front obstacle is calculated according to the i th state information and the i-1 th state information, including:

[0025] An average vehicle speed between the i th actual vehicle speed and the i-1 th actual vehicle speed is calculated, and a distance change amount between the i th distance and the i-1 th distance is calculated.

[0026] The distance change amount is calibrated according to a distance collection error to obtain a calibrated distance change amount.

[0027] The demand vehicle speed at which the calibration distance variation is generated in one distance sampling period of the distance sensor is calculated;

[0028] The sum of the average vehicle speed and the demand vehicle speed is determined as the i th estimated vehicle speed of the front obstacle.

[0029] In a possible design, the i th maximum braking acceleration of the current vehicle is determined according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the i th real-time estimated road adhesion coefficient, and includes:

[0030] The product of the road adhesion coefficient utilization rate, the i th road adhesion coefficient, and the gravitational acceleration is determined as the i th maximum braking acceleration, the mapping relationship between the weight and the road adhesion coefficient utilization rate is pre-set, and the weight and the road adhesion coefficient utilization rate are negatively correlated.

[0031] In a second aspect, the present application provides a cruise vehicle speed control device, which includes:

[0032] The acquisition module is configured to acquire j th to i th state information of the current vehicle, the state information including: a distance between the current vehicle and the front obstacle, and an actual vehicle speed of the current vehicle, the j th to i th state information being state information of the current vehicle in j th to i th vehicle speed control periods, i being an integer greater than or equal to 2, and j being an integer greater than or equal to 1 and less than i.

[0033] The determination module is configured to determine the i th maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the i th real-time estimated road adhesion coefficient.

[0034] The calculation module is configured to calculate the i th minimum braking distance of the current vehicle according to the i th maximum braking acceleration and the i th actual vehicle speed of the current vehicle.

[0035] The control module is configured to perform vehicle speed control on the current vehicle according to the i th minimum braking distance and the state information in the i th vehicle speed control period.

[0036] In a possible design, the control module includes: a threshold determination module, an adjustment module, and a vehicle speed control module.

[0037] The threshold determination module is configured to determine an ith first distance threshold and an ith second distance threshold according to a preset safety redundancy, a distance collection error of the distance sensor on the current vehicle when collecting the distance, and the ith minimum braking distance, the first distance threshold being obtained by increasing the ith minimum braking distance by the preset safety redundancy and the distance collection error, the first distance threshold being positively correlated with the preset safety redundancy and the distance collection error, and the second distance threshold being obtained by increasing the ith minimum braking distance by the distance collection error, the second distance threshold being positively correlated with the distance collection error.

[0038] The adjustment module is configured to adjust the preset cruise speed to obtain the ith target vehicle speed according to the ith first distance threshold, the ith second distance threshold, and the state information.

[0039] The vehicle speed control module is configured to perform vehicle speed control on the current vehicle according to the ith target vehicle speed.

[0040] In a possible design, the adjustment module includes a first adjustment module, a zero setting module, and a second adjustment module.

[0041] The first adjustment module is configured to take the preset cruise speed as the ith target vehicle speed when the ith distance is greater than the ith first distance threshold and the jth to ith distances are not sequentially reduced.

[0042] The zero setting module is configured to set the ith target vehicle speed and the ith target torque to 0 when the ith distance is less than or equal to the ith second distance threshold and the continuous multiple estimated accelerations of the front obstacle are all less than or equal to a preset acceleration, the preset acceleration being negatively correlated with a product of a road adhesion coefficient utilization rate corresponding to a weight of the front obstacle, the ith road adhesion coefficient, and the gravitational acceleration.

[0043] The second adjustment module is configured to calculate an ith estimated vehicle speed of the front obstacle according to the ith state information and the ith-1 state information, and adjust the preset cruise speed to obtain the ith target vehicle speed according to the ith first distance threshold, the ith second distance threshold, the ith estimated vehicle speed, and the state information.

[0044] In a possible design, the second adjustment module includes a third adjustment module, a fourth adjustment module, a fifth adjustment module, and a sixth adjustment module.

[0045] The third adjusting module is configured to: when the ith distance is greater than the ith first distance threshold and the distances from the jth to the ith are sequentially reduced, calculate a distance difference between the ith distance and the ith first distance threshold, and calculate a square difference between the preset cruise speed and the ith estimated speed, and determine the ith target speed according to the preset cruise speed, the square difference, a calculation period of the target speed, and the distance difference, the ith target speed being positively correlated with the preset cruise speed and the distance difference, and negatively correlated with the calculation period and the square difference;

[0046] The fourth adjusting module is configured to: when the ith distance is less than or equal to the ith first distance threshold and the ith distance is greater than or equal to the ith second distance threshold, determine the ith estimated speed as the target speed;

[0047] The fifth adjusting module is configured to: when the ith distance is less than or equal to the ith first distance threshold and the ith distance is greater than or equal to the ith second distance threshold, and the ith target speed is the ith estimated speed, and the distances from the jth to the ith are sequentially reduced, or when the ith distance is less than or equal to the ith second distance threshold and the ith estimated acceleration of the front obstacle is greater than 0, calculate a ratio between the ith estimated speed and the ith minimum braking distance, and determine the target speed according to the ith estimated speed and the distance difference, the ith target speed being positively correlated with the ith estimated speed, the distance difference, and the ratio.

[0048] The sixth adjusting module is configured to: when the ith distance is less than or equal to the ith second distance threshold and the ith estimated acceleration of the front obstacle is less than or equal to 0, determine the ith target speed according to the ith estimated speed, the distance difference, the ratio, and an ith estimated speed change amount of the front obstacle, the ith target speed being positively correlated with the ith estimated speed, the distance difference, the ratio, and the ith estimated speed change amount, the ith estimated speed change amount being a product of a distance sampling period and the ith estimated acceleration.

[0049] In a possible design, the second adjusting module further includes: an average speed calculation module, a calibration module, a demand speed calculation module, and a summation module.

[0050] The average speed calculation module is configured to: calculate an average speed between the ith actual speed and an (i-1)th actual speed, and a distance change amount between the ith distance and an (i-1)th distance.

[0051] The calibration module is configured to: calibrate the distance change amount according to a distance acquisition error to obtain a calibrated distance change amount.

[0052] The demand speed calculation module is configured to: calculate a demand speed for generating the calibrated distance change amount in a distance sampling period of the distance sensor.

[0053] The sum module is configured to determine a sum of the average vehicle speed and the required vehicle speed as the ith estimated vehicle speed of the front obstacle.

[0054] In a possible design, the determining module is further configured to determine a product of the road adhesion coefficient utilization rate, the ith road adhesion coefficient, and the gravitational acceleration as the ith maximum braking acceleration, and a mapping relationship between the weight and the road adhesion coefficient utilization rate is pre-set, and the weight and the road adhesion coefficient utilization rate are negatively correlated.

[0055] In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory connected with the processor in communication;

[0056] The memory stores computer-executable instructions.

[0057] The processor executes the computer-executable instructions stored in the memory, so as to implement the cruise speed control method in the first aspect.

[0058] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are executed by the processor, so as to implement the cruise speed control method in the first aspect.

[0059] In a fifth aspect, the present application provides a computer program product, comprising a computer program, and the computer program is executed by the processor, so as to implement the cruise speed control method in the first aspect.

[0060] The application provides a cruise vehicle speed control method, device, equipment, storage medium and program product. The method comprises the following steps: first, obtaining the jth to ith state information of the current vehicle, wherein the state information comprises the distance between the current vehicle and the front obstacle and the actual vehicle speed of the current vehicle, the jth to ith state information is the state information of the current vehicle in the jth to ith vehicle speed control period, i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i; then, determining the ith maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith real-time estimated road adhesion coefficient; then, calculating the ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and the ith actual vehicle speed of the current vehicle; and finally, performing vehicle speed control on the current vehicle according to the ith minimum braking distance and the state information in the ith vehicle speed control period. The following technical effects are achieved: the maximum braking acceleration of the current vehicle is determined by using the road adhesion coefficient utilization rate under different vehicle weights, the minimum braking distance is determined according to the maximum braking acceleration, and then the vehicle speed control is performed on the current vehicle according to the minimum braking distance, which not only significantly improves the accuracy of the determined minimum braking distance, but also effectively prevents rear-end accidents, thereby improving the driving safety of heavy commercial vehicles under various driving conditions; by considering the influence of the rubber material of the tire on the road adhesion coefficient utilization rate under different vehicle weights, the minimum braking distance adjustment mechanism based on the current vehicle weight (the weight of the current vehicle) and different road adhesion coefficient utilization rates is introduced, so that the heavy commercial vehicle can effectively avoid traffic accidents caused by inaccurate minimum braking distance under different vehicle weights, and more accurate and reliable auxiliary support is provided for the driver. BRIEF DESCRIPTION OF DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0062] The drawings herein are incorporated into the specification and form part of the specification, show embodiments consistent with the present application, and together with the specification serve to explain the principles of the present application.

[0063] Figure 1 A flowchart of a cruise vehicle speed control method provided by an embodiment of the present application Figure 1 ;

[0064] Figure 2 A flowchart of a cruise vehicle speed control method provided by an embodiment of the present application Figure 2 ;

[0065] Figure 3 A schematic diagram of a cruise speed control device provided in an embodiment of this application;

[0066] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0067] Figure label:

[0068] 310 - Acquisition Module; 320 - Determination Module; 330 - Calculation Module; 340 - Control Module;

[0069] 410 - Processor; 420 - Memory; 430 - Communication components; 440 - Bus. Detailed Implementation

[0070] 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 this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0071] In the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply difference. It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate that something is being used as an example, illustration, or description. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being better or more advantageous than other embodiments or design schemes. Specifically, the use of "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner. In the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more.

[0072] It should be noted that the phrase "at...time" in the embodiments of this application can refer to the instant at which a certain situation occurs, or to a period of time after the occurrence of a certain situation; the embodiments of this application do not specifically limit this. Furthermore, the cruise speed control method provided in the embodiments of this application is merely an example; a cruise speed control method may include more or fewer elements.

[0073] The ACC system of a vehicle can generally monitor the position and speed of a front vehicle in real time by using sensors such as common radar, laser radar or camera, to automatically adjust the speed of the current vehicle, so as to maintain a safe distance between the current vehicle and the front vehicle. Such intelligent cruise control not only can reduce the operating burden of the driver, but also can improve the driving safety and road traffic efficiency.

[0074] In the prior art, the ACC system mainly sets a preset cruise speed according to the actual distance between the current vehicle and the front vehicle, and determines the maximum braking acceleration according to the estimated road adhesion coefficient, and then determines the minimum braking distance for safe driving.

[0075] However, for heavy commercial vehicles, the vehicle weight change is usually large, and the road adhesion coefficient utilization rate also changes greatly under different load conditions. Therefore, due to the large difference in road adhesion coefficient utilization rate under different actual vehicle weights, the minimum braking distance calculated by relying only on the estimated road adhesion coefficient may not be accurate, thereby increasing the risk of rear-end accidents of the vehicle.

[0076] Based on this, the embodiments of the present application propose a cruise speed control method, device, equipment, storage medium and program product, which can be used in the field of vehicle intelligent driving assistance, and aims to solve the above technical problems of the prior art. By considering the road adhesion coefficient utilization rate of the vehicle under different load conditions, the minimum braking distance is dynamically adjusted. That is, by using the road adhesion coefficient utilization rate under different vehicle weights, the maximum braking acceleration of the current vehicle is determined, and the minimum braking distance is determined according to the maximum braking acceleration, and then the speed of the current vehicle is controlled according to the minimum braking distance. For example, by using the vehicle mass sensor to obtain the current vehicle weight information, and combining the real-time road condition data, the actual utilization rate of the road adhesion coefficient is accurately analyzed, thereby improving the accuracy of the minimum braking distance determined by the ACC system. Not only can effectively avoid the rear-end danger in the following process, thereby effectively avoiding traffic accidents caused by improper determination of the minimum braking distance, but also helps to improve the overall traffic efficiency of the road and enhance the driving safety.

[0077] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail in the following specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0078] Figure 1 A flowchart of a cruise speed control method provided by an embodiment of the present application Figure 1 As shown in Figure 1 , the method comprises:

[0079] S101, acquire the jth to ith state information of the current vehicle.

[0080] In the embodiments of the present application, the execution subject of the cruise vehicle speed control method can be an electronic control unit (ECU) in the vehicle, which can be a controller specially designed for the cruise vehicle speed control method, or a power control unit (PCU), an autonomous driving controller (ADC), or an advanced driver assistance systems controller (ADAS Controller) in the vehicle, without specific limitation. For the convenience of subsequent description, the execution subject of the cruise vehicle speed control method is uniformly described as a controller in the embodiments of the present application.

[0081] Specifically, the state information includes the distance between the current vehicle and the front obstacle, and the actual vehicle speed of the current vehicle, the jth to ith state information is the state information of the current vehicle in the jth to ith vehicle speed control period, i is an integer greater than or equal to 2, j is an integer greater than or equal to 1 and less than i, and the front obstacle of the current vehicle usually refers to the front vehicle. The vehicle speed control period can be 2 seconds or other specific time periods, without specific limitation.

[0082] That is, during the vehicle cruising process, the controller can obtain the state information of the vehicle in each vehicle speed control period in real time through the high-precision map of the vehicle and various vehicle-mounted sensors (such as speed sensors, distance sensors, and vehicle mass sensors, etc.), such as the distance between the current vehicle and the front vehicle, the actual vehicle speed of the current vehicle, and other state information.

[0083] S102, determine the ith maximum braking acceleration of the current vehicle according to the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith real-time estimated road adhesion coefficient.

[0084] Specifically, the controller can estimate the road adhesion coefficient in each vehicle speed control period in real time by using the existing method. The road adhesion coefficient utilization rate corresponding to the empty load of the heavy commercial vehicle is usually 80%. Since the tire is usually made of rubber material, the friction force and the downward pressure generated by the rubber material tire are in a marginal decreasing relationship. Increasing the downward pressure will increase the total friction force of the current vehicle, but the friction force per unit vehicle weight will decrease. Therefore, the greater the load of the current vehicle, the smaller the maximum braking acceleration of the current vehicle, resulting in a longer braking distance at the same actual vehicle speed.

[0085] The controller can obtain the weight of the current vehicle in real time through the vehicle mass sensor, and obtain the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle according to the mapping relationship between the preset weight and the road adhesion coefficient utilization rate. Generally, the greater the weight of the vehicle, the smaller the road adhesion coefficient utilization rate.

[0086] Further, the controller can obtain the ith maximum braking acceleration of the current vehicle by calculating the product of the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the ith estimated road adhesion coefficient in real time, and multiplying a preset proportion coefficient.

[0087] S103, according to the ith maximum braking acceleration and the ith actual vehicle speed of the current vehicle, calculating the ith minimum braking distance of the current vehicle.

[0088] Specifically, the calculation formula of the ith minimum braking distance of the current vehicle is as follows:

[0089]

[0090] Wherein, d is the ith minimum braking distance of the current vehicle, is the ith actual vehicle speed of the current vehicle, is the ith maximum braking acceleration of the current vehicle.

[0091] S104, in the ith vehicle speed control period, according to the ith minimum braking distance and the state information, the vehicle speed control of the current vehicle is carried out.

[0092] Specifically, after determining the ith minimum braking distance of the current vehicle, the controller can control the vehicle speed of the current vehicle according to the ith minimum braking distance, the distance between the current vehicle and the front vehicle, and the actual vehicle speed of the current vehicle in the ith vehicle speed control period. Thus, by improving the accuracy of the determined minimum braking distance, the road traffic efficiency is improved while effectively preventing rear-end accidents and improving the driving safety of heavy commercial vehicles under various driving conditions.

[0093] This embodiment provides a cruise speed control method, which includes: First, acquiring the j-th to i-th state information of the current vehicle, including the distance between the current vehicle and the obstacle ahead, and the actual speed of the current vehicle. The j-th to i-th state information is the state information of the current vehicle within the j-th to i-th speed control cycle, where i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i. Next, determining the i-th maximum braking acceleration of the current vehicle based on the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle and the real-time estimated i-th road adhesion coefficient. Then, calculating the i-th minimum braking distance of the current vehicle based on the i-th maximum braking acceleration and the i-th actual speed of the current vehicle. Finally, within the i-th speed control cycle, controlling the speed of the current vehicle based on the i-th minimum braking distance and the state information.

[0094] The following technical effects have been achieved: By utilizing the road surface adhesion coefficient utilization rate under different vehicle weights, the maximum braking acceleration of the current vehicle is determined, and the minimum braking distance is determined based on the maximum braking acceleration. Furthermore, vehicle speed is controlled based on the minimum braking distance, which not only significantly improves the accuracy of the determined minimum braking distance but also effectively prevents rear-end collisions, thereby enhancing the driving safety of heavy commercial vehicles under various driving conditions. By considering the impact of tire rubber material on the road surface adhesion coefficient utilization rate under different vehicle weights, a minimum braking distance adjustment mechanism based on the current vehicle weight and different road surface adhesion coefficient utilization rates is introduced. This allows heavy commercial vehicles to effectively avoid traffic accidents caused by inaccurate minimum braking distances under different vehicle weights, providing drivers with more precise and reliable assistance.

[0095] Figure 2 A flowchart illustrating a cruise speed control method provided in this application embodiment. Figure 2 In one possible example, such as Figure 1 As shown, in this embodiment... Figure 2 Based on the embodiments, a detailed explanation is provided on how to determine the maximum braking acceleration and how to control the current vehicle speed. For example... Figure 3 As shown, the method includes:

[0096] S201. Obtain the j-th to i-th status information of the current vehicle.

[0097] S201 is similar to S101, and will not be described again in this embodiment.

[0098] S202. The product of the road surface adhesion coefficient utilization rate, the i-th road surface adhesion coefficient, and the gravitational acceleration is determined as the i-th maximum braking acceleration.

[0099] In the embodiment of the present application, the mapping relationship between the weight and the road adhesion coefficient utilization rate is pre-set, and the weight and the road adhesion coefficient utilization rate are negatively correlated, that is, the greater the weight of the current vehicle, the smaller the corresponding road adhesion coefficient utilization rate.

[0100] Specifically, the calculation formula of the ith maximum braking acceleration is as follows:

[0101]

[0102] wherein k is the road adhesion coefficient utilization rate corresponding to the weight of the current vehicle, is the ith road adhesion coefficient estimated in real time, is the acceleration of gravity.

[0103] S203, according to the ith maximum braking acceleration and the ith actual vehicle speed of the current vehicle, the ith minimum braking distance of the current vehicle is calculated.

[0104] S203 is similar to S103, and the embodiment will not be described again.

[0105] S204, in the ith speed control period, according to the preset safety redundancy, the distance acquisition error of the distance sensor on the current vehicle when collecting distance, and the ith minimum braking distance, the ith first distance threshold and the ith second distance threshold are determined.

[0106] In the embodiment of the present application, the first distance threshold is obtained by increasing the ith minimum braking distance by the preset safety redundancy and the distance acquisition error, the first distance threshold is positively correlated with the preset safety redundancy and the distance acquisition error, the second distance threshold is obtained by increasing the ith minimum braking distance by the distance acquisition error, and the second distance threshold is positively correlated with the distance acquisition error.

[0107] Specifically, in the ith speed control period, in order to control the speed of the current vehicle according to the ith minimum braking distance of the current vehicle, the ith first distance threshold and the ith second distance threshold can be determined according to the preset safety redundancy when the current vehicle brakes, the distance acquisition error of the distance sensor on the current vehicle when collecting distance, and the ith minimum braking distance. Specifically, the calculation formula of the first distance threshold is as follows:

[0108]

[0109] wherein, is the first distance threshold, is the distance acquisition error, is the preset safety redundancy, .

[0110] The calculation formula of the second distance threshold is as follows:

[0111]

[0112] wherein, is a second distance threshold.

[0113] S205, when the ith distance is greater than the ith first distance threshold, and the jth to the ith distance is not sequentially reduced, the preset cruise speed is taken as the ith target speed.

[0114] Specifically, when the ith distance between the current vehicle and the front vehicle collected by the distance sensor is greater than the ith first distance threshold, and the jth to the ith distance remains unchanged or gradually increases (i.e., the current vehicle and the front vehicle remain a certain distance unchanged or the current vehicle gradually moves away from the front vehicle), the preset cruise speed of the current vehicle is taken as the ith target speed.

[0115] S206, when the ith distance is less than or equal to the ith second distance threshold, and the continuous multiple estimated accelerations of the front obstacle are all less than or equal to the preset acceleration, the ith target speed and the ith target torque are both set to 0.

[0116] In the embodiment of the application, the preset acceleration is negatively correlated with the product of the utilization rate of the road adhesion coefficient corresponding to the weight of the front obstacle, the ith road adhesion coefficient, and the acceleration of gravity.

[0117] Specifically, when the ith distance between the current vehicle and the front vehicle collected by the distance sensor is less than or equal to the ith second distance threshold, and the continuous multiple estimated accelerations of the front vehicle are all less than or equal to the preset acceleration, the controller can set the ith target speed and the ith target torque to 0 to make the current vehicle decelerate and brake as soon as possible, and at the same time the controller can call the auxiliary braking function or the extended brake retarder (XBR) function of the vehicle to actively brake. Specifically, the calculation formula of the preset acceleration is as follows:

[0118]

[0119] wherein, is a preset acceleration.

[0120] S207, otherwise, according to the ith state information and the ith-1 state information, the ith estimated speed of the front obstacle is calculated, and the preset cruise speed is adjusted to obtain the ith target speed according to the ith first distance threshold, the ith second distance threshold, the ith estimated speed and the state information.

[0121] Specifically, the i th estimated vehicle speed of the front obstacle is calculated according to the i th state information and the i-1 th state information, and specifically includes:

[0122] First, an average vehicle speed between the i th actual vehicle speed and the i-1 th actual vehicle speed, and a distance change between the i th distance and the i-1 th distance are calculated; then, the distance change is calibrated according to a distance collection error to obtain a calibrated distance change; then, a required vehicle speed for generating the calibrated distance change in a distance sampling period of the distance sensor is calculated; finally, a sum of the average vehicle speed and the required vehicle speed is determined as the i th estimated vehicle speed of the front obstacle. Specifically, a calculation formula of the i th estimated vehicle speed of the front obstacle is as follows:

[0123]

[0124] wherein, the i th estimated vehicle speed of the front obstacle, the i-1 th actual vehicle speed of the current vehicle, the i th distance between the current vehicle and the front vehicle collected by the distance sensor, the i-1 th distance between the current vehicle and the front vehicle collected by the distance sensor, a distance sampling period of the distance sensor. Further, to ensure the calculation accuracy, a specific value range of the i th estimated vehicle speed of the front obstacle can be as follows: 0.1-10 seconds.

[0125] Further, the average vehicle speed between the i th actual vehicle speed and the i-1 th actual vehicle speed, the distance change between the i th distance and the i-1 th distance, the calibrated distance change, the required vehicle speed for generating the calibrated distance change in the distance sampling period of the distance sensor.

[0126] In a possible implementation, a calculation formula of the estimated acceleration of the front obstacle can be as follows:

[0127]

[0128] wherein, the i th estimated acceleration of the front obstacle, the i-1 th estimated vehicle speed of the front obstacle. Further, the controller can perform a smoothing filtering on the calculated estimated acceleration of the front obstacle to reduce a calculation error of the estimated acceleration and cause the estimated acceleration to be consistent with a preset acceleration. The probability of misjudgment when performing size comparison.

[0129] Further, the preset cruise speed is adjusted according to the i th first distance threshold, the i th second distance threshold, the i th estimated vehicle speed and the state information to obtain an i th target vehicle speed, including:

[0130] When the i th distance is greater than the i th first distance threshold, and the j th to i th distances are sequentially reduced, a distance difference between the i th distance and the i th first distance threshold is calculated, and a square difference between the preset cruise speed and the i th estimated vehicle speed is calculated, so as to determine the i th target vehicle speed according to the preset cruise speed, the square difference, a calculation period of the target vehicle speed, and the distance difference. The i th target vehicle speed is positively correlated with the preset cruise speed and the distance difference, and is negatively correlated with the calculation period and the square difference. Specifically, the calculation formula of the i th target vehicle speed is:

[0131]

[0132] Wherein, the i th target vehicle speed of the current vehicle, the preset cruise speed, the calculation period of the target vehicle speed, since the heavy commercial vehicle's cargo compartment and the tractor power system have high delay and slow response, the calculation period of the target vehicle speed is usually greater than the distance sampling period of the distance sensor Optionally, the calculation period of the target vehicle speed can be consistent with the vehicle speed control period. the distance difference between the i th distance and the i th first distance threshold, the square difference between the preset cruise speed and the i th estimated vehicle speed.

[0133] Further, when the i th distance is less than or equal to the i th first distance threshold, and the i th distance is greater than or equal to the i th second distance threshold, the i th estimated vehicle speed is determined as the target vehicle speed. That is, when , .

[0134] Further, when the i th distance is less than or equal to the i th first distance threshold, and the i th distance is greater than or equal to the i th second distance threshold, and the i th target vehicle speed is the i th estimated vehicle speed, and the j th distance to the i th distance is sequentially reduced, or when the i th distance is less than or equal to the i th second distance threshold, and the i th estimated acceleration of the front obstacle is greater than 0, the ratio between the i th estimated vehicle speed and the i th minimum braking distance is calculated, and the target vehicle speed is determined according to the i th estimated vehicle speed and the distance difference. The i th target vehicle speed is positively correlated with the i th estimated vehicle speed, the distance difference and the ratio. That is, when , and , and to , or, when , and , the calculation formula of the target vehicle speed is as follows:

[0135]

[0136] wherein, is a gain coefficient, specifically a ratio between the ith estimated vehicle speed and the ith minimum braking distance, The specific calculation formula of is as follows:

[0137]

[0138] Specifically, is the jth distance between the current vehicle and the front vehicle collected by the distance sensor, where j is an integer greater than or equal to 1 and less than or equal to n. to decrease in turn, which can mean that the distance between the current vehicle and the front vehicle gradually decreases over three consecutive distance sampling periods, i.e. .

[0139] Further, when the ith distance is less than or equal to the ith second distance threshold value, and the ith estimated acceleration of the front obstacle is less than or equal to 0, the ith target vehicle speed is determined according to the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change of the front obstacle, the ith target vehicle speed is positively correlated with the ith estimated vehicle speed, the distance difference, the ratio, and the ith estimated speed change, and the ith estimated speed change is a product of the sampling period of the distance and the ith estimated acceleration. That is, when , and , the calculation formula of the target vehicle speed is as follows:

[0140]

[0141] wherein, is the ith estimated speed change of the front obstacle.

[0142] S208, performing vehicle speed control on the current vehicle according to the ith target vehicle speed.

[0143] Specifically, after the ith target vehicle speed is calculated, the controller can perform vehicle speed control on the current vehicle according to the ith target vehicle speed within the ith vehicle speed control period, so as to improve the driving safety of the heavy commercial vehicle.

[0144] The cruise vehicle speed control method provided by the embodiment of the present application is used to calculate the i-th first distance threshold value and the i-th second distance threshold value by using the preset safety redundancy and the distance acquisition error, so that when the i-th distance between the current vehicle and the front vehicle meets different conditions, the corresponding target acceleration is calculated, and the current vehicle is controlled according to the corresponding target vehicle speed, so that the corresponding target acceleration is finally determined by comprehensively considering the preset safety redundancy when the current vehicle brakes and the distance acquisition error when the distance sensor on the current vehicle acquires the distance, and the accuracy of the speed control of the current vehicle is further improved, so that the driving safety of the heavy commercial vehicle is further improved. By performing smoothing filtering on the estimated acceleration of the front obstacle, the probability of misjudgment when the estimated acceleration and the preset acceleration are compared in size due to the calculation error of the estimated acceleration is reduced.

[0145] The embodiment of the present application can divide the functional modules of the electronic device or the host device according to the above-mentioned method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated in one processing unit. The integrated unit can be realized in the form of hardware or in the form of a software functional module. It should be noted that the division of the modules in the embodiment of the present application is illustrative, and is only a logical functional division. When actually implemented, another division mode can be used.

[0146] Figure 3 A structure diagram of a cruise vehicle speed control device provided by the embodiment of the present application is shown in FIG. 1. Figure 4 As shown in the figure, the device includes an acquisition module 310, a determination module 320, a calculation module 330, and a control module 340.

[0147] The acquisition module 310 is used to acquire the j-th to i-th state information of the current vehicle. The state information includes the distance between the current vehicle and the front obstacle and the actual vehicle speed of the current vehicle. The j-th to i-th state information is the state information of the current vehicle in the j-th to i-th vehicle speed control period. i is an integer greater than or equal to 2, and j is an integer greater than or equal to 1 and less than i.

[0148] The determination module 320 is used to determine the i-th maximum braking acceleration of the current vehicle according to the corresponding road adhesion coefficient utilization rate of the weight of the current vehicle and the i-th real-time estimated road adhesion coefficient.

[0149] The calculation module 330 is used to calculate the i-th minimum braking distance of the current vehicle according to the i-th maximum braking acceleration and the i-th actual vehicle speed of the current vehicle.

[0150] The control module 340 is configured to perform speed control on the current vehicle according to the ith minimum braking distance and the state information in the ith speed control period.

[0151] In a possible design, the control module 340 includes a threshold determination module, an adjustment module, and a speed control module.

[0152] The threshold determination module is configured to determine an ith first distance threshold and an ith second distance threshold according to a preset safety redundancy, a distance acquisition error of a distance sensor on the current vehicle when acquiring a distance, and the ith minimum braking distance, the first distance threshold being obtained by increasing the ith minimum braking distance by the preset safety redundancy and the distance acquisition error, the first distance threshold being positively correlated with the preset safety redundancy and the distance acquisition error, and the second distance threshold being obtained by increasing the ith minimum braking distance by the distance acquisition error, the second distance threshold being positively correlated with the distance acquisition error.

[0153] The adjustment module is configured to adjust the preset cruise speed to obtain an ith target speed according to the ith first distance threshold, the ith second distance threshold, and the state information.

[0154] The speed control module is configured to perform speed control on the current vehicle according to the ith target speed.

[0155] In a possible design, the adjustment module includes a first adjustment module, a zero setting module, and a second adjustment module.

[0156] The first adjustment module is configured to take the preset cruise speed as the ith target speed when the ith distance is greater than the ith first distance threshold and the distances from the jth to the ith distance are not sequentially reduced.

[0157] The zero setting module is configured to set the ith target speed and the ith target torque to 0 when the ith distance is less than or equal to the ith second distance threshold and the continuous multiple estimated accelerations of the front obstacle are all less than or equal to a preset acceleration, the preset acceleration being negatively correlated with a product of a road adhesion coefficient utilization rate corresponding to a weight of the front obstacle, the ith road adhesion coefficient, and the acceleration of gravity.

[0158] The second adjustment module is configured to calculate an ith estimated speed of the front obstacle according to the ith state information and the ith-1 state information, and adjust the preset cruise speed to obtain the ith target speed according to the ith first distance threshold, the ith second distance threshold, the ith estimated speed, and the state information.

[0159] In a possible design, the second adjustment module includes a third adjustment module, a fourth adjustment module, a fifth adjustment module, and a sixth adjustment module.

[0160] The third adjusting module is configured to: when the ith distance is greater than the ith first distance threshold and the jth to ith distances are sequentially reduced, calculate a distance difference between the ith distance and the ith first distance threshold, and calculate a square difference between the preset cruise speed and the ith estimated speed, and determine the ith target speed according to the preset cruise speed, the square difference, a calculation period of the target speed, and the distance difference, the ith target speed being positively correlated with the preset cruise speed and the distance difference, and negatively correlated with the calculation period and the square difference;

[0161] The fourth adjusting module is configured to: when the ith distance is less than or equal to the ith first distance threshold and the ith distance is greater than or equal to the ith second distance threshold, determine the ith estimated speed as the target speed;

[0162] The fifth adjusting module is configured to: when the ith distance is less than or equal to the ith first distance threshold and the ith distance is greater than or equal to the ith second distance threshold, and the ith target speed is the ith estimated speed, and the jth distance to the ith distance are sequentially reduced, or when the ith distance is less than or equal to the ith second distance threshold and the ith estimated acceleration of the front obstacle is greater than 0, calculate a ratio between the ith estimated speed and the ith minimum braking distance, and determine the target speed according to the ith estimated speed and the distance difference, the ith target speed being positively correlated with the ith estimated speed, the distance difference, and the ratio;

[0163] The sixth adjusting module is configured to: when the ith distance is less than or equal to the ith second distance threshold and the ith estimated acceleration of the front obstacle is less than or equal to 0, determine the ith target speed according to the ith estimated speed, the distance difference, the ratio, and an ith estimated speed change amount of the front obstacle, the ith target speed being positively correlated with the ith estimated speed, the distance difference, the ratio, and the ith estimated speed change amount, the ith estimated speed change amount being a product of a distance sampling period and the ith estimated acceleration.

[0164] In a possible design, the second adjusting module further includes: an average speed calculation module, a calibration module, a demand speed calculation module, and a summation module.

[0165] The average speed calculation module is configured to: calculate an average speed between the ith actual speed and an (i-1)th actual speed, and a distance change amount between the ith distance and an (i-1)th distance.

[0166] The calibration module is configured to: calibrate the distance change amount according to a distance acquisition error to obtain a calibrated distance change amount.

[0167] The demand speed calculation module is configured to: calculate a demand speed for generating the calibrated distance change amount in a distance sampling period of the distance sensor.

[0168] The sum module is configured to determine the sum of the average vehicle speed and the required vehicle speed as the i th estimated vehicle speed of the front obstacle.

[0169] In a possible design, the determining module 320 is further configured to determine the product of the road adhesion coefficient utilization rate, the i th road adhesion coefficient, and the gravitational acceleration as the i th maximum braking acceleration, and a mapping relationship between the weight and the road adhesion coefficient utilization rate is pre-set, and the weight and the road adhesion coefficient utilization rate are negatively correlated.

[0170] The cruise speed control device provided in this embodiment can execute the cruise speed control method provided in the above embodiment, and has similar implementation principles and technical effects, which will not be described here again.

[0171] In the specific implementation of the cruise speed control device, each module can be implemented as a processor, and the processor can execute computer execution instructions stored in the memory, so that the processor executes the cruise speed control method.

[0172] Figure 4 The electronic device provided in this embodiment is shown in a structural schematic diagram. As shown in the figure, the electronic device includes at least one processor 410 and a memory 420. The electronic device further includes a communication component 430. The processor 410, the memory 420, and the communication component 430 are connected through a bus 440. ​

[0173] In the specific implementation process, the at least one processor 410 executes computer execution instructions stored in the memory 420, so that the at least one processor 410 executes the cruise speed control method executed by the electronic device side as described above.

[0174] The specific implementation process of the processor 410 can refer to the method embodiments described above, and has similar implementation principles and technical effects, which will not be described here again.

[0175] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0176] ​The memory can comprise a high-speed RAM memory and can also include a non-volatile storage NVM, for example at least one disk memory.

[0177] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application does not limit to only one bus or one type of bus.

[0178] The functions implemented by the electronic device and the master device described above are introduced for the scheme provided by the embodiments of the present application. It can be understood that the electronic device or the master device includes the hardware structure and / or software module corresponding to the execution of each function in order to implement the above functions. The units and algorithm steps of each example described in combination with the embodiments disclosed in the embodiments of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is implemented in hardware or in the form of computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solution of the embodiments of the present application.

[0179] The present application also provides a computer-readable storage medium, the computer-readable storage medium stores computer execution instructions, when the processor executes the computer execution instructions, for implementing the above-mentioned cruise speed control method.

[0180] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0181] An example readable storage medium is coupled to the processor such that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in an electronic device or a host device.

[0182] The application further provides a computer program product, the computer program product comprising a computer program stored in a readable storage medium, at least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to enable the electronic device to perform the scheme provided in the above embodiments.

[0183] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by program instruction related hardware. The foregoing program can be stored in a computer readable storage medium. When the program is executed, the steps of the method embodiments are executed; and the foregoing storage medium includes: ROM, RAM, magnetic disk or optical disk and various storage media that can store program codes.

[0184] So far, the technical scheme of the application has been described in combination with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the application is obviously not limited to these specific embodiments, and the above embodiments are only used to illustrate the technical scheme of the application, but not to limit it; although the application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical scheme recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical scheme deviate from the scope of the technical scheme of the embodiments of the application.

Claims

1. A method of cruise vehicle speed control, characterized by, The method comprises the following steps: Obtaining the jth to ith state information of the current vehicle, the state information comprising the distance between the current vehicle and the front obstacle, the actual speed of the current vehicle, the jth to ith state information being the state information of the current vehicle in the jth to ith speed control period, i being an integer greater than or equal to 2, j being an integer greater than or equal to 1 and less than i; Determining the ith maximum braking acceleration of the current vehicle according to the utilization rate of the road adhesion coefficient corresponding to the weight of the current vehicle and the ith real-time estimated road adhesion coefficient, wherein the product of the road adhesion coefficient utilization rate, the ith road adhesion coefficient and the gravitational acceleration is determined as the ith maximum braking acceleration, the mapping relationship between the weight and the road adhesion coefficient utilization rate being pre-set, the weight and the road adhesion coefficient utilization rate being negatively correlated; Calculating the ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and the ith actual speed of the current vehicle; Controlling the speed of the current vehicle according to the ith minimum braking distance and the state information in the ith speed control period.

2. The method of claim 1, wherein, The speed control of the current vehicle according to the ith minimum braking distance and the state information comprises the following steps: Determining the ith first distance threshold and the ith second distance threshold according to a preset safety redundancy, a distance collection error of the distance sensor on the current vehicle when collecting the distance, and the ith minimum braking distance, the first distance threshold being obtained by increasing the ith minimum braking distance by the preset safety redundancy and the distance collection error, the first distance threshold being positively correlated with the preset safety redundancy and the distance collection error, the second distance threshold being obtained by increasing the ith minimum braking distance by the distance collection error, the second distance threshold being positively correlated with the distance collection error; Adjusting the preset cruise speed according to the ith first distance threshold, the ith second distance threshold and the state information to obtain the ith target speed; Controlling the speed of the current vehicle according to the ith target speed.

3. The method of claim 2, wherein, The adjustment of the preset cruise speed according to the ith first distance threshold, the ith second distance threshold and the state information to obtain the ith target speed comprises the following steps: When the ith distance is greater than the ith first distance threshold and the jth to ith distances are not sequentially reduced, the preset cruise speed is taken as the ith target speed; When the ith distance is less than or equal to the ith second distance threshold and the continuous multiple estimated accelerations of the front obstacle are all less than or equal to a preset acceleration, the ith target speed and the ith target torque are both set to 0, the preset acceleration being negatively correlated with the product of the utilization rate of the road adhesion coefficient corresponding to the weight of the front obstacle, the ith road adhesion coefficient and the gravitational acceleration. Otherwise, according to the i-th state information and the (i-1)-th state information, an i-th estimated vehicle speed of the front obstacle is calculated, and according to an i-th first distance threshold, an i-th second distance threshold, the i-th estimated vehicle speed and the state information, an i-th target vehicle speed is obtained by adjusting the preset cruise vehicle speed.

4. The method of claim 3, wherein, The i-th target vehicle speed is obtained by adjusting the preset cruise vehicle speed according to the i-th first distance threshold, the i-th second distance threshold, the i-th estimated vehicle speed and the state information, comprising: When the i-th distance is greater than the i-th first distance threshold, and the j-th distance to the i-th distance is sequentially reduced, a distance difference between the i-th distance and the i-th first distance threshold is calculated, and a square difference between the preset cruise vehicle speed and the i-th estimated vehicle speed is calculated, so as to determine the i-th target vehicle speed according to the preset cruise vehicle speed, the square difference, a calculation period of the target vehicle speed, and the distance difference, the i-th target vehicle speed is positively correlated with the preset cruise vehicle speed and the distance difference, and is negatively correlated with the calculation period and the square difference; When the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, the i-th estimated vehicle speed is determined as the target vehicle speed; When the i-th distance is less than or equal to the i-th first distance threshold, and the i-th distance is greater than or equal to the i-th second distance threshold, and the i-th target vehicle speed is the i-th estimated vehicle speed, and the j-th distance to the i-th distance is sequentially reduced, or when the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the front obstacle is greater than 0, a ratio between the i-th estimated vehicle speed and the i-th minimum braking distance is calculated, and the target vehicle speed is determined according to the i-th estimated vehicle speed and the distance difference, the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference and the ratio; When the i-th distance is less than or equal to the i-th second distance threshold, and the i-th estimated acceleration of the front obstacle is less than or equal to 0, the i-th target vehicle speed is determined according to the i-th estimated vehicle speed, the distance difference, the ratio, and an i-th estimated speed change amount of the front obstacle, the i-th target vehicle speed is positively correlated with the i-th estimated vehicle speed, the distance difference, the ratio and the i-th estimated speed change amount, and the i-th estimated speed change amount is a product of a sampling period of the distance and the i-th estimated acceleration.

5. The method of claim 3, wherein, The i-th estimated vehicle speed of the front obstacle is calculated according to the i-th state information and the (i-1)-th state information, comprising: An average vehicle speed between the i-th actual vehicle speed and the (i-1)-th actual vehicle speed is calculated, and a distance change amount between the i-th distance and the (i-1)-th distance is calculated; The distance change amount is calibrated according to the distance collection error to obtain a calibrated distance change amount; A required vehicle speed for generating the calibrated distance change amount in a distance sampling period of the distance sensor is calculated; A sum of the average vehicle speed and the required vehicle speed is determined as the i-th estimated vehicle speed of the front obstacle.

6. A cruise control device for a vehicle, characterized by comprising: The device comprises: An acquisition module is configured to acquire jth to ith state information of a current vehicle, the state information including a distance between the current vehicle and a front obstacle, and an actual vehicle speed of the current vehicle, the jth to ith state information being state information of the current vehicle in a jth to ith vehicle speed control period, i being an integer greater than or equal to 2, and j being an integer greater than or equal to 1 and less than i; A determination module is configured to determine an ith maximum braking acceleration of the current vehicle according to a road surface adhesion coefficient utilization rate corresponding to a weight of the current vehicle and an ith real-time estimated road surface adhesion coefficient, including: determining a product of the road surface adhesion coefficient utilization rate, the ith road surface adhesion coefficient and gravitational acceleration as the ith maximum braking acceleration, a mapping relationship between the weight and the road surface adhesion coefficient utilization rate being pre-set, and the weight and the road surface adhesion coefficient utilization rate being negatively correlated; A calculation module is configured to calculate an ith minimum braking distance of the current vehicle according to the ith maximum braking acceleration and an ith actual vehicle speed of the current vehicle; A control module is configured to perform vehicle speed control on the current vehicle according to the ith minimum braking distance and the state information in the ith vehicle speed control period.

7. An electronic device, comprising: The method comprises: a processor and a memory connected to the processor in communication; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory, and is configured to implement the cruise speed control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by the processor to implement the cruise speed control method according to any one of claims 1 to 5.

9. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the cruise speed control method according to any one of claims 1 to 5.

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