Vehicle control method and device based on adaptive cruise, medium and vehicle

Abstract

The invention provides a vehicle control method and device based on adaptive cruise, a medium and a vehicle. The method comprises the steps that if it is determined that the vehicle is in a turning working condition, a feedforward torque coefficient is determined according to the steering wheel angle and the vehicle speed of the current control period; determining a target feed-forward torque according to the feed-forward torque coefficient and the initial feed-forward torque, wherein the target feed-forward torque is smaller than the initial feed-forward torque; the target torque of the vehicle in the current control period is determined according to the target feedforward torque, the proportional-integral control torque and the ramp compensation control torque, and the vehicle is controlled to move according to the target torque of the current control period; therefore, the influence of the steering wheel angle and the vehicle speed on the torque is considered, the corresponding feed-forward torque coefficient is determined under different vehicle speeds and different steering wheel angles, the initial feed-forward torque needed by vehicle acceleration is adjusted according to the feed-forward torque coefficient, and the adjusted target feed-forward torque is smaller than or equal to the initial feed-forward torque. Therefore, the output torque of the vehicle is reduced in the turning working condition, and the stability of vehicle yawing is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle adaptive cruise control, and in particular to a vehicle control method, device, medium and vehicle based on adaptive cruise. Background Art

[0002] Under the Adaptive Cruise Control (ACC) function, the vehicle can control the torque output of the motor according to the target speed and the distance to the vehicle in front, and increase the speed to the desired speed as soon as possible when there is enough distance between the vehicle in front and the vehicle itself.

[0003] However, since the ACC function still wants to increase to the desired vehicle speed as quickly as possible during cornering conditions, the vehicle's yaw stability will be affected during the acceleration process, thereby affecting the vehicle's driving stability during cornering conditions. Summary of the invention

[0004] In response to the problems existing in the prior art, the embodiments of the present invention provide a vehicle control method, device, medium and vehicle based on adaptive cruise control, so as to solve or partially solve the technical problem that when the vehicle turns on the adaptive cruise control function, the yaw is unstable when turning, thereby affecting the driving stability of the vehicle in turning conditions.

[0005] A first aspect of the present invention provides a vehicle control method based on adaptive cruise control, the method comprising:

[0006] If it is determined in the current control cycle that the vehicle is in a turning condition, determining a feedforward torque coefficient according to the steering wheel angle and the vehicle speed of the vehicle in the current control cycle;

[0007] determining a target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle; the target feedforward torque is less than or equal to the initial feedforward torque;

[0008] Determining a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the hill-compensation control torque of the vehicle;

[0009] The movement of the vehicle is controlled according to the target torque of the vehicle in the current control cycle.

[0010] In the above solution, determining the feedforward torque coefficient according to the steering wheel angle and vehicle speed of the vehicle in the current control cycle includes:

[0011] The feedforward torque coefficient is determined according to the steering wheel angle, vehicle speed and a pre-generated feedforward torque coefficient curve function of the vehicle in the current control cycle; wherein,

[0012] The feedforward torque coefficient curve function is pre-generated according to a feedforward torque coefficient table, in which a mapping relationship between a steering wheel angle, a vehicle speed and the feedforward torque coefficient is pre-calibrated.

[0013] In the above solution, determining the target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle includes:

[0014] A product value of the initial feed-forward torque and the feed-forward torque coefficient is determined, and the product value is determined as the target feed-forward torque.

[0015] In the above scheme, determining the target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle and the slope compensation control torque of the vehicle includes:

[0016] determining a torque sum value of the target feedforward torque, the proportional-integral control torque, and the slope compensation control torque;

[0017] It is determined whether the torque sum value is within the motor torque output range of the vehicle. If so, the torque sum value is determined as the target torque of the vehicle in the current control cycle.

[0018] In the above solution, after controlling the movement of the vehicle according to the target torque of the vehicle in the current control cycle, the method further includes:

[0019] If it is determined that the steering wheel angle of the vehicle in the next control cycle is less than the steering wheel angle of the vehicle in the current control cycle, determining whether the target acceleration of the vehicle is greater than a preset acceleration threshold, and if so, determining the initial torque of the vehicle in the next control cycle;

[0020] determining a torque difference value according to the initial torque of the vehicle in the next control cycle and the target torque of the vehicle in the current control cycle; if it is determined that the absolute value of the torque difference value is greater than a preset torque threshold, adjusting the initial torque of the vehicle in the next control cycle based on a preset torque limit slope to obtain the target torque of the vehicle in the next control cycle;

[0021] The target torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0022] In the above solution, if it is determined that the absolute value of the torque difference is less than or equal to the preset torque threshold, the method further includes:

[0023] The initial torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0024] In the above solution, adjusting the initial torque of the vehicle in the next control cycle based on the preset torque limit slope to obtain the target torque of the vehicle in the next control cycle includes:

[0025] determining a torque limit value according to an initial torque of the vehicle in a next control cycle and the torque limit slope;

[0026] A torque difference between an initial torque of the vehicle in the next control cycle and the torque limit is determined as a target torque of the vehicle in the next control cycle.

[0027] A second aspect of the present invention provides a vehicle control device based on adaptive cruise control, the control device comprising:

[0028] A first determination unit, configured to determine a feedforward torque coefficient according to a steering wheel angle and a vehicle speed of the vehicle in the current control cycle if it is determined that the vehicle is in a turning condition in the current control cycle;

[0029] A second determination unit is used to determine a target feed-forward torque according to the feed-forward torque coefficient and the initial feed-forward torque of the vehicle; the target feed-forward torque is less than or equal to the initial feed-forward torque;

[0030] a third determining unit, configured to determine a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the slope compensation control torque of the vehicle;

[0031] A control unit is used to control the movement of the vehicle according to the target torque of the vehicle in the current control cycle.

[0032] In the above solution, the first determining unit is used to:

[0033] The feedforward torque coefficient is determined according to the steering wheel angle, vehicle speed and a pre-generated feedforward torque coefficient curve function of the vehicle in the current control cycle; wherein,

[0034] The feedforward torque coefficient table pre-calibrates the mapping relationship between the steering wheel angle, the vehicle speed and the feedforward torque coefficient; the feedforward torque coefficient curve function is pre-generated according to the feedforward torque coefficient table.

[0035] In the above solution, the second determining unit is used to:

[0036] A product value of the initial feed-forward torque and the feed-forward torque coefficient is determined, and the product value is determined as the target feed-forward torque.

[0037] In the above solution, the third determining unit is used to:

[0038] determining a torque sum value of the target feedforward torque, the proportional-integral control torque, and the slope compensation control torque;

[0039] It is determined whether the torque sum value is within the motor torque output range of the vehicle. If so, the torque sum value is determined as the target torque of the vehicle in the current control cycle.

[0040] In the above solution, the third determining unit is further used for:

[0041] If it is determined that the steering wheel angle of the vehicle in the next control cycle is less than the steering wheel angle of the vehicle in the current control cycle, determining whether the target acceleration of the vehicle is greater than a preset acceleration threshold, and if so, determining the initial torque of the vehicle in the next control cycle;

[0042] determining a torque difference value according to the initial torque of the vehicle in the next control cycle and the target torque of the vehicle in the current control cycle; if it is determined that the absolute value of the torque difference value is greater than a preset torque threshold, adjusting the initial torque of the vehicle in the next control cycle based on a preset torque limit slope to obtain the target torque of the vehicle in the next control cycle;

[0043] The target torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0044] In the above solution, the third determining unit is further used for:

[0045] The initial torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0046] According to a third aspect of the present invention, a readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of any one of the methods described in the first aspect are implemented.

[0047] According to a fourth aspect of the present invention, a vehicle is provided, comprising a memory, an on-board processor, and a computer program stored in the memory and executable on the on-board processor, wherein the on-board processor implements the steps of any one of the methods described in the first aspect when executing the computer program.

[0048] The present invention provides a vehicle control method, device, medium and vehicle based on adaptive cruise control. The method comprises: if it is determined in the current control cycle that the vehicle is in a turning condition, determining a feedforward torque coefficient according to the steering wheel angle and vehicle speed of the vehicle in the current control cycle; determining a target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle, so that the target feedforward torque is less than the initial feedforward torque; determining the target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional integral control torque of the vehicle and the slope compensation control torque of the vehicle; and controlling the vehicle movement according to the target torque of the vehicle in the current control cycle. In this way, when the vehicle is in a turning condition in the ACC state, the present invention simultaneously considers the influence of the steering wheel angle and the vehicle speed on the torque, and adaptably determines the corresponding feedforward torque coefficient at different vehicle speeds and different steering wheel angles, and adjusts the initial feedforward torque required for vehicle acceleration according to the feedforward torque coefficient, so that the adjusted target feedforward torque is less than or equal to the initial feedforward torque, ensuring that no feedforward torque is applied to the vehicle when the steering wheel angle is large and the vehicle speed is high, and the corresponding target feedforward torque is applied to the vehicle when the steering wheel angle is small or the vehicle speed is low, thereby reducing the output torque of the vehicle in the turning condition, improving the vehicle's yaw stability and the vehicle's driving stability in the turning condition. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0050] Figure 1 A schematic flow chart of a vehicle control method based on adaptive cruise control according to an embodiment of the present invention is shown;

[0051] Figure 2 A mapping diagram among a steering wheel angle, a vehicle speed and a feed-forward torque coefficient according to an embodiment of the present invention is shown;

[0052] Figure 3 The figure shows an overall structural diagram of a vehicle control device based on adaptive cruise according to an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0054] The present invention provides a vehicle control method based on adaptive cruise control, such as Figure 1 As shown, the method mainly includes the following steps:

[0055] S110: If it is determined in the current control cycle that the vehicle is in a turning condition, determine a feedforward torque coefficient according to the steering wheel angle and the vehicle speed of the vehicle in the current control cycle.

[0056] When the vehicle is in ACC state, the output torque of the vehicle is calculated based on a preset control period, so that the vehicle speed is controlled according to the output torque. The control period can be set according to actual needs, for example, it can be 10ms; that is, the vehicle calculates the output torque every 10ms.

[0057] At present, when a vehicle is in the ACC state, if it is determined that the distance between the vehicle and the vehicle in front is far enough, and the actual speed of the vehicle differs greatly from the target speed, the vehicle will perform an acceleration operation, hoping to reach the target speed as soon as possible, even in a condition with a large turning angle, the same acceleration operation is performed. However, in a turning condition, if a large acceleration is performed, the yaw stability of the vehicle will be affected, thereby affecting the driving stability. When the vehicle turns, the yaw angular velocity increases significantly. Therefore, in the present invention, when it is determined that the yaw angular velocity of the current cycle is greater than the yaw angular velocity of the previous cycle, it is determined that the vehicle is in a turning condition.

[0058] Therefore, in order to improve the yaw stability of the vehicle, when it is determined that the vehicle is in a turning condition, the present invention combines the steering wheel angle and the vehicle speed to adjust the feedforward torque of the vehicle, where the feedforward torque is the theoretical torque required for vehicle acceleration.

[0059] If the vehicle is determined to be in a turning condition in the current control cycle, the feedforward torque coefficient is determined according to the steering wheel angle and vehicle speed of the vehicle in the current control cycle, including:

[0060] The feedforward torque coefficient is determined according to the steering wheel angle, vehicle speed and a pre-generated feedforward torque coefficient curve function of the vehicle in the current control cycle; wherein,

[0061] The feedforward torque coefficient table pre-calibrates the mapping relationship between the steering wheel angle, the vehicle speed and the feedforward torque coefficient; the feedforward torque coefficient curve function is generated according to the feedforward torque coefficient table.

[0062] The feedforward torque coefficient curve function can be understood as a mapping diagram (MAP) between the steering wheel angle, vehicle speed and feedforward torque coefficient. Figure 2 shown.

[0063] Specifically, the steering wheel angle, vehicle speed and feedforward torque coefficient can be calibrated in advance to form a feedforward torque coefficient table, as shown in Table 1:

[0064] Table 1

[0065]

[0066] It can be seen from Table 1 that only a small number of vehicle speeds and steering wheel angles are calibrated in the feed-forward torque coefficient table. In order to cover all vehicle speeds and steering wheel angles so that any combination of vehicle speed and steering wheel angle has a corresponding feed-forward torque coefficient, the present invention can use a linear interpolation function or a nonlinear interpolation function to interpolate Table 1.

[0067] When interpolating, it is necessary to first determine the points that need to be interpolated. These interpolation points are usually grid points evenly distributed on the two-dimensional plane of vehicle speed and steering wheel angle. For each interpolation point, according to the vehicle speed and steering wheel angle corresponding to the interpolation point, find the data point closest to the interpolation point in Table 1, and use a nonlinear difference function or a linear interpolation function to estimate the torque compensation coefficient of the interpolation point. The vehicle speed, steering wheel angle and feedforward torque coefficient of all interpolation points are sorted into a new data table. Based on the new data table, a mapping diagram between the steering wheel angle, vehicle speed and feedforward torque coefficient is generated using a drawing tool (such as Matlab).

[0068] Then, in the current control cycle, after obtaining the vehicle speed and steering wheel angle in the current control cycle, the corresponding feedforward torque coefficient can be found in the MAP diagram based on the vehicle speed and steering wheel angle in the current control cycle.

[0069] S111, determining a target feed-forward torque according to the feed-forward torque coefficient and the initial feed-forward torque of the vehicle; the target feed-forward torque is less than or equal to the initial feed-forward torque.

[0070] The present invention also needs to obtain the initial feed-forward torque required for vehicle acceleration. The initial feed-forward torque can be understood as the theoretical torque required for the vehicle to accelerate to a target speed. The initial feed-forward torque can be calculated by a feed-forward torque calculation module.

[0071] Then, a target feed-forward torque is determined according to the feed-forward torque coefficient and the initial feed-forward torque of the vehicle; the target feed-forward torque is less than or equal to the initial feed-forward torque.

[0072] In one implementation, determining the target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle includes:

[0073] A product value of the initial feed-forward torque and the feed-forward torque coefficient is determined, and the product value is determined as the target feed-forward torque.

[0074] As shown in Table 1, the larger the steering wheel angle and the vehicle speed, the smaller the corresponding feedforward torque coefficient; the smaller the steering wheel angle and the vehicle speed, the larger the corresponding feedforward torque coefficient. In other words, when the vehicle has a large steering wheel angle and a high speed, no feedforward torque is applied to the vehicle. When the steering wheel angle is small or the vehicle speed is low, the corresponding target feedforward torque is applied to the vehicle, thereby reducing the output torque of the vehicle in the turning condition, improving the vehicle's yaw stability and the vehicle's driving stability in the turning condition. Among them, when the steering wheel angle is less than or equal to the preset threshold (such as 10°), the feedforward torque is generally applied directly.

[0075] For example, referring to Table 1, assuming that the steering wheel angle is 10° and the vehicle speed is between 0 and 80 km / h, the feedforward torque coefficient is 1. At this time, the target feedforward torque obtained is consistent with the initial feedforward torque, allowing the vehicle to accelerate normally.

[0076] Assuming that the steering wheel angle is 60° (larger angle), the vehicle speed is 50 km / h (higher speed), and the feedforward torque coefficient is 0, the target feedforward torque obtained at this time is 0. In this case, the vehicle is not allowed to apply the target feedforward torque and the vehicle will not accelerate.

[0077] Assuming the steering wheel angle is 20°, the vehicle speed is 10 km / h, and the feed-forward torque coefficient is 0.8, the target feed-forward torque obtained at this time is equal to 0.8 times the initial feed-forward torque, that is, in this case, a certain amount of target feed-forward torque is allowed to be applied to the vehicle, but the target feed-forward torque is less than the initial feed-forward torque, so the vehicle is allowed to accelerate slowly.

[0078] S112, determining a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the slope compensation control torque of the vehicle.

[0079] After determining the target feedforward torque, it is also necessary to obtain the proportional-integral control torque from the proportional-integral PI control module and the slope compensation control torque from the slope control module, and determine the target torque of the vehicle in the current control cycle based on the target feedforward torque, the proportional-integral control torque and the slope compensation control torque.

[0080] In one implementation, determining the target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the slope compensation control torque of the vehicle includes:

[0081] determining torques and values ​​of target feedforward torque, proportional-integral control torque, and slope compensation control torque;

[0082] Determine whether the torque sum value is within the motor torque output range of the vehicle, and if so, determine the torque sum value as the target torque of the vehicle in the current control cycle;

[0083] If it is determined that the torque sum value exceeds the maximum value of the motor torque output range, the maximum value of the motor torque output range is determined as the target torque of the vehicle in the current control cycle.

[0084] If it is determined that the torque sum value is less than the minimum value of the motor torque output range, the minimum value of the motor torque output range is determined as the target torque of the vehicle in the current control cycle.

[0085] In this way, in order to solve the acceleration control problem of the vehicle in a turning condition in the ACC state, the steering wheel angle factor is innovatively added, and different feedforward torque coefficients are output under full consideration of different vehicle speeds and different steering wheel angles, thereby ensuring that no feedforward torque is applied to the vehicle when the steering wheel angle is large or the vehicle speed is high, and the corresponding target feedforward torque is applied when the steering wheel angle is small or the vehicle speed is low (to ensure that the vehicle accelerates slowly), thereby improving the vehicle's yaw stability.

[0086] S113: Controlling the movement of the vehicle according to the target torque of the vehicle in the current control cycle.

[0087] After the target torque of the vehicle in the current control cycle is determined, the vehicle movement can be controlled according to the target torque of the vehicle in the current control cycle. That is, the target torque of the vehicle in the current control cycle can be determined as the final output torque of the vehicle in the current control cycle.

[0088] Furthermore, after the vehicle turns, the steering wheel will be returned to the center position. However, since the integral value of the PI control module continues to accumulate and increase, when the vehicle returns to the center position (the steering wheel angle becomes smaller), the output torque will increase sharply, thereby affecting the safety of the vehicle.

[0089] Based on this, after controlling the movement of the vehicle according to the target torque of the vehicle in the current control cycle, the method further includes:

[0090] If it is determined that the steering wheel angle of the vehicle in the next control cycle is less than the steering wheel angle of the vehicle in the current control cycle, determining whether the target acceleration of the vehicle is greater than a preset acceleration threshold, and if so, determining the initial torque of the vehicle in the next control cycle;

[0091] Determine a torque difference value according to an initial torque of the vehicle in a next control cycle and a target torque of the vehicle in a current control cycle; if it is determined that the absolute value of the torque difference value is greater than a preset torque threshold, adjust the initial torque of the vehicle in the next control cycle based on a preset torque limit slope to obtain a target torque of the vehicle in the next control cycle;

[0092] The target torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0093] In one embodiment, if it is determined that the absolute value of the torque difference is less than or equal to a preset torque threshold, the method further includes:

[0094] The initial torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

[0095] In one embodiment, adjusting the initial torque of the vehicle in the next control cycle based on the preset torque limit slope to obtain the target torque of the vehicle in the next control cycle includes:

[0096] Determine the torque limit value according to the initial torque of the vehicle in the next control cycle and the torque limit slope;

[0097] The torque difference between the initial torque of the vehicle in the next control cycle and the torque limit is determined as the target torque of the vehicle in the next control cycle.

[0098] Specifically, assuming that the vehicle steering wheel is in the process of returning to the center position in the next cycle, the steering wheel angle of the vehicle in the next control cycle will be smaller than the steering wheel angle of the vehicle in the current control cycle. If the target acceleration of the vehicle is greater than a preset acceleration threshold (for example, it may be 0), the initial torque of the vehicle in the next control cycle is determined in the same manner as the target torque of the previous control cycle.

[0099] Determine the torque difference between the initial torque of the vehicle in the next control cycle and the target torque of the vehicle in the current control cycle, and judge whether the torque difference is greater than the preset torque threshold. If it is less than, it means that a smooth transition of the vehicle steering wheel angle from large to small can be ensured.

[0100] If the torque difference is greater than or equal to the preset torque threshold, the actual output torque of the vehicle in the next control cycle needs to be limited to ensure that the vehicle can smoothly transition from a large to a small steering wheel angle. Then the torque limit is further determined based on the initial torque of the vehicle in the next control cycle and the torque limit slope, and then the difference between the initial torque of the vehicle in the next control cycle and the torque limit is determined as the target torque of the vehicle in the next control cycle. Among them, the preset torque threshold can be determined based on the actual driving data of the vehicle, for example, it can be 50N.m; the torque limit slope can also be determined based on the actual situation of the vehicle, and there is no restriction here.

[0101] For example, assuming that the target torque of the vehicle in the current control cycle is 500 N.m, and the initial torque of the vehicle in the next control cycle is 560 N.m, and the absolute value of the difference between the two is greater than 50 N.m, the initial torque of the vehicle in the next control cycle needs to be limited to 560 N.m.

[0102] Assuming that the determined torque limit is 30 N.m, 530 N.m obtained by subtracting the torque limit from the initial torque of the vehicle in the next control cycle is directly output as the target torque of the vehicle in the next control cycle.

[0103] This is equivalent to reducing the increase in torque, thereby ensuring that the vehicle's speed is more stable when returning to the correct direction, preventing sudden changes in vehicle speed due to long-term large-angle steering or rapid steering, and thus improving vehicle stability.

[0104] In the present invention, when the vehicle is in a turning condition in the ACC state, the present invention simultaneously considers the influence of the steering wheel angle and the vehicle speed on the torque, and adaptably determines the corresponding feedforward torque coefficient at different vehicle speeds and different steering wheel angles, and adjusts the initial feedforward torque required for vehicle acceleration according to the feedforward torque coefficient, and the adjusted target feedforward torque is less than or equal to the initial feedforward torque, thereby ensuring that no feedforward torque is applied to the vehicle when the steering wheel angle is large or the vehicle speed is high, and the corresponding target feedforward torque is applied to the vehicle when the steering wheel angle is small or the vehicle speed is low, thereby reducing the output torque of the vehicle in the turning condition, improving the vehicle's yaw stability and the vehicle's driving stability in the turning condition.

[0105] Based on the same inventive concept as in the above-mentioned embodiment, this embodiment also provides a vehicle control device based on adaptive cruise control, such as Figure 3 As shown, the device comprises:

[0106] A first determination unit 31 is configured to determine a feedforward torque coefficient according to a steering wheel angle and a vehicle speed of the vehicle in the current control cycle if it is determined that the vehicle is in a turning condition in the current control cycle;

[0107] A second determination unit 32 is used to determine a target feed-forward torque according to the feed-forward torque coefficient and the initial feed-forward torque of the vehicle; the target feed-forward torque is less than or equal to the initial feed-forward torque;

[0108] A third determining unit 33, configured to determine a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle and the slope compensation control torque of the vehicle;

[0109] The control unit 34 is used to control the movement of the vehicle according to the target torque of the vehicle in the current control cycle.

[0110] Since the device introduced in the embodiment of the present invention is a device used to implement the vehicle control method based on adaptive cruise control in the embodiment of the present invention, based on the method introduced in the embodiment of the present invention, the person skilled in the art can understand the specific structure and deformation of the device, so it is not repeated here. All devices used in the method of the embodiment of the present invention belong to the scope of protection of the present invention.

[0111] Based on the same inventive concept as the aforementioned embodiment, the present invention further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the aforementioned vehicle control method based on adaptive cruise when executed by a processor.

[0112] Based on the same inventive concept, the present invention also provides a vehicle, including a memory, an on-board processor, and a computer program stored in the memory and executable on the on-board processor, wherein the on-board processor executes the steps of the above-mentioned adaptive cruise-based vehicle control method when executing the computer program.

[0113] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages:

[0114] The present invention provides a vehicle control method, device, medium and vehicle based on adaptive cruise control. The method comprises: if it is determined in the current control cycle that the vehicle is in a turning condition, determining a feedforward torque coefficient according to the steering wheel angle and vehicle speed of the vehicle in the current control cycle; determining a target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle, so that the target feedforward torque is less than the initial feedforward torque; determining the target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional integral control torque of the vehicle and the slope compensation control torque of the vehicle; and controlling the vehicle movement according to the target torque of the vehicle in the current control cycle. In this way, when the vehicle is in a turning condition in the ACC state, the present invention simultaneously considers the influence of the steering wheel angle and the vehicle speed on the torque, and adaptably determines the corresponding feedforward torque coefficient at different vehicle speeds and different steering wheel angles, and adjusts the initial feedforward torque required for vehicle acceleration according to the feedforward torque coefficient. The adjusted target feedforward torque is less than or equal to the initial feedforward torque, thereby ensuring that no feedforward torque is applied to the vehicle when the steering wheel angle is large or the vehicle speed is high, and the corresponding target feedforward torque is applied to the vehicle when the steering wheel angle is small or the vehicle speed is low, thereby reducing the output torque of the vehicle in the turning condition, improving the vehicle's yaw stability and the vehicle's driving stability in the turning condition.

[0115] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0116] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle control method based on adaptive cruise control, characterized in that: The method comprises: If it is determined in the current control cycle that the vehicle is in a turning condition, determining a feedforward torque coefficient according to the steering wheel angle and the vehicle speed of the vehicle in the current control cycle; determining a target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle; the target feedforward torque is less than or equal to the initial feedforward torque; Determining a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the hill-compensation control torque of the vehicle; The movement of the vehicle is controlled according to the target torque of the vehicle in the current control cycle.

2. The method according to claim 1, characterized in that Determining the feedforward torque coefficient according to the steering wheel angle and the vehicle speed of the vehicle in the current control cycle includes: The feedforward torque coefficient is determined according to the steering wheel angle, vehicle speed and a pre-generated feedforward torque coefficient curve function of the vehicle in the current control cycle; wherein, The feedforward torque coefficient curve function is pre-generated according to a feedforward torque coefficient table, in which a mapping relationship between a steering wheel angle, a vehicle speed and the feedforward torque coefficient is pre-calibrated.

3. The method according to claim 1, characterized in that The determining the target feedforward torque according to the feedforward torque coefficient and the initial feedforward torque of the vehicle comprises: A product value of the initial feed-forward torque and the feed-forward torque coefficient is determined, and the product value is determined as the target feed-forward torque.

4. The method according to claim 1, characterized in that The determining the target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the slope compensation control torque of the vehicle comprises: determining a torque sum value of the target feedforward torque, the proportional-integral control torque, and the slope compensation control torque; It is determined whether the torque sum value is within the motor torque output range of the vehicle. If so, the torque sum value is determined as the target torque of the vehicle in the current control cycle.

5. The method according to claim 1, characterized in that After controlling the movement of the vehicle according to the target torque of the vehicle in the current control cycle, the method further includes: If it is determined that the steering wheel angle of the vehicle in the next control cycle is less than the steering wheel angle of the vehicle in the current control cycle, determining whether the target acceleration of the vehicle is greater than a preset acceleration threshold, and if so, determining the initial torque of the vehicle in the next control cycle; determining a torque difference value according to an initial torque of the vehicle in the next control cycle and a target torque of the vehicle in the current control cycle; If it is determined that the absolute value of the torque difference is greater than a preset torque threshold, adjusting the initial torque of the vehicle in the next control cycle based on a preset torque limit slope to obtain a target torque of the vehicle in the next control cycle; The target torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

6. The method according to claim 5, characterized in that If it is determined that the absolute value of the torque difference is less than or equal to the preset torque threshold, the method further includes: The initial torque of the vehicle in the next control cycle is determined as the final output torque of the vehicle in the next control cycle.

7. The method according to claim 5, characterized in that The adjusting the initial torque of the vehicle in the next control cycle based on the preset torque limit slope to obtain the target torque of the vehicle in the next control cycle includes: determining a torque limit value according to an initial torque of the vehicle in a next control cycle and the torque limit slope; A torque difference between an initial torque of the vehicle in the next control cycle and the torque limit is determined as a target torque of the vehicle in the next control cycle.

8. A vehicle control device based on adaptive cruise control, characterized in that: The device comprises: A first determination unit, configured to determine a feedforward torque coefficient according to a steering wheel angle and a vehicle speed of the vehicle in the current control cycle if it is determined that the vehicle is in a turning condition in the current control cycle; A second determination unit is used to determine a target feed-forward torque according to the feed-forward torque coefficient and the initial feed-forward torque of the vehicle; the target feed-forward torque is less than or equal to the initial feed-forward torque; a third determining unit, configured to determine a target torque of the vehicle in the current control cycle according to the target feedforward torque, the proportional-integral control torque of the vehicle, and the slope compensation control torque of the vehicle; A control unit is used to control the movement of the vehicle according to the target torque of the vehicle in the current control cycle.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A vehicle comprising a memory, an onboard processor, and a computer program stored in the memory and executable on the onboard processor, characterized in that: When the on-board processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

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