Vehicle adaptive cruise control method and device and vehicle

Abstract

The invention discloses a vehicle self-adaptive cruise control method and device and a vehicle. The vehicle self-adaptive cruise control method comprises the steps that when the vehicle is subjected to deceleration control, whether an engine of the vehicle is in a reverse dragging state or not is judged according to torque changes of the wheel ends of the vehicle; if the engine is in the reverse dragging state, whether the real vehicle deceleration of the vehicle within the preset time is reduced to the target deceleration or not is judged; wherein when the real vehicle deceleration of the vehicle within the preset time is not reduced to the target deceleration, the brake controller is controlled to start braking. Under a specific working condition, engine dragging torque instead of active braking control is utilized to decelerate the vehicle and improve system control logic, so that the intervention frequency and intervention duration of a braking controller are reduced, the switching frequency of the braking controller and a driving controller is reduced, and the advantages of improving driving smoothness and prolonging the service life of the controller are achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of autonomous driving, and particularly relates to a control method, device and vehicle for vehicle adaptive cruise control. Background Art

[0002] ACC (Adaptive Cruise Control) is an advanced intelligent auxiliary driving system. Compared with the constant speed cruise, ACC can not only keep the vehicle at a certain driving speed, but also automatically adjust the vehicle speed according to the distance from the vehicle in front to ensure the best safety distance from the vehicle in front, and is being accepted and recognized by more and more customers.

[0003] However, in the existing auxiliary driving system, when the vehicle needs to decelerate, the brake controller intervenes prematurely, so that the switching frequency between the brake controller and the drive controller is too high during the process of maintaining the distance from the vehicle in front, and there is also a sense of jerk during the driving of the vehicle, resulting in a poor experience for the passengers in the vehicle. Summary of the Invention

[0004] The purpose of the present invention is to provide a control method, device and vehicle for vehicle adaptive cruise control, which can effectively improve the control logic of the system, and use the drag torque of the engine to decelerate the vehicle on the premise of meeting safety, so as to solve the problems of too high switching frequency between the brake controller and the drive controller and poor driving experience.

[0005] According to the first aspect of the embodiments of the present invention, a control method for vehicle adaptive cruise control is provided, and the method includes:

[0006] When the vehicle performs deceleration control, judge whether the engine of the vehicle is in a reverse drag state according to the torque change at the wheel end of the vehicle;

[0007] If the engine is in a reverse drag state, judge whether the actual vehicle deceleration of the vehicle reaches the target deceleration within a preset time;

[0008] Wherein, when the actual vehicle deceleration of the vehicle does not reach the target deceleration within the preset time, control the brake controller to start braking.

[0009] A further improvement of the control method of the present invention is that the method further includes:

[0010] Calculate the required braking force when the actual vehicle deceleration of the vehicle reaches the target deceleration within a preset time;

[0011] Control the brake controller to apply the required braking force according to the calculated required braking force.

[0012] A further improvement of the control method of the present invention lies in that determining whether the engine of the vehicle is in a reverse dragging state includes:

[0013] Obtaining the average torque change gradient value of the vehicle wheel end within a preset time period;

[0014] Comparing the average torque change gradient value of the vehicle wheel end with a set threshold;

[0015] If the average torque change gradient value is less than the set threshold, obtaining the throttle pedal state and the brake pedal state;

[0016] Wherein, when the throttle pedal opening is zero and the brake pedal is not activated, it is confirmed that the engine is in a reverse dragging state.

[0017] A further improvement of the control method of the present invention lies in that determining whether the actual deceleration of the vehicle reduces to the target deceleration within a preset time includes:

[0018] Obtaining the actual acceleration value of the vehicle and the target acceleration value calculated within a preset time;

[0019] Comparing the actual acceleration with the target acceleration value;

[0020] If the difference between the actual acceleration value and the target acceleration value is within a preset range, it is confirmed that the actual deceleration of the vehicle can reach the target deceleration within a preset time;

[0021] If the difference between the actual acceleration value and the target acceleration value exceeds the preset range, it is confirmed that the actual deceleration of the vehicle does not reduce to the target deceleration within a preset time.

[0022] A further improvement of the control method of the present invention lies in that determining whether the actual deceleration of the vehicle reduces to the target deceleration within a preset time includes:

[0023] According to the average torque change gradient value of the vehicle wheel end, obtaining the actual deceleration to which the vehicle reduces within a preset time;

[0024] Comparing the actual deceleration of the vehicle with the calculated emergency deceleration threshold;

[0025] If the actual deceleration is less than the emergency deceleration threshold, it is determined that the actual deceleration of the vehicle cannot reduce to the target deceleration within a preset time; if the actual deceleration is greater than or equal to the deceleration threshold, it is determined that the actual deceleration of the vehicle can reduce to the target deceleration within a preset time.

[0026] According to the second aspect of the embodiments of the present invention, a control device for vehicle adaptive cruise is provided, and the device includes:

[0027] The first judgment module is used to judge whether the engine of the vehicle is in the reverse drag state according to the torque change at the wheel end of the vehicle when the vehicle performs deceleration control;

[0028] The second judgment module is used to judge whether the actual vehicle deceleration of the vehicle can reach the target deceleration within a preset time if the engine is in the reverse drag state;

[0029] The first processing module is used to control the brake controller to start braking when the actual vehicle deceleration of the vehicle does not reach the target deceleration within a preset time.

[0030] A further improvement of the control device of the present invention lies in that

[0031] The calculation module is used to calculate the required braking force when the actual vehicle deceleration of the vehicle reaches the target deceleration within a preset time;

[0032] The compensation control module is used to control the brake controller to implement the required braking force according to the calculated required braking force.

[0033] A further improvement of the control device of the present invention lies in that the first judgment module includes:

[0034] The first acquisition unit is used to acquire the average torque change gradient value of the vehicle wheel end within a preset time period;

[0035] The first comparison unit is used to compare the average torque change gradient value of the vehicle wheel end with a set threshold;

[0036] The first processing unit is used to acquire the throttle pedal state and the brake pedal state if the average torque change gradient value is less than the set threshold;

[0037] Wherein, when the throttle pedal opening is zero and the brake pedal is not activated, it is confirmed that the engine is in the reverse drag state.

[0038] A further improvement of the control device of the present invention lies in that the second judgment module includes:

[0039] The second acquisition unit is used to acquire the actual acceleration value of the vehicle and the target acceleration value calculated within a preset time;

[0040] The second comparison unit is used to compare the actual acceleration with the target acceleration value;

[0041] The second processing unit is used to confirm that the actual vehicle deceleration of the vehicle can reach the target deceleration within a preset time if the difference between the actual acceleration value and the target acceleration value is within a preset range;

[0042] A third processing unit, configured to confirm that the actual deceleration of the vehicle within a preset time does not decrease to the target deceleration if the difference between the actual acceleration value and the target acceleration value exceeds a preset range.

[0043] A further improvement of the control device of the present invention lies in that the second determination module includes:

[0044] A third acquisition unit, configured to obtain the actual deceleration of the vehicle reduced within a preset time according to the average torque change gradient value of the vehicle wheel ends;

[0045] A third comparison unit, configured to compare the actual deceleration of the vehicle with the calculated sharp deceleration threshold;

[0046] A fourth processing unit, configured to determine that the actual deceleration of the vehicle within a preset time cannot decrease to the target deceleration if the actual deceleration is less than the sharp deceleration threshold; and determine that the actual deceleration of the vehicle within a preset time can decrease to the target deceleration if the actual deceleration is greater than or equal to the deceleration threshold.

[0047] According to a third aspect of an embodiment of the present invention, there is provided a vehicle, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the control device for vehicle adaptive cruise as described in any one of the above.

[0048] According to a fourth aspect of an embodiment of the present invention, there is provided a computer-readable storage medium, on which a computer program is stored, and the program is executed by a processor to be used to implement the control device for vehicle adaptive cruise as described in any one of the above.

[0049] According to the vehicle adaptive cruise control method, device and vehicle provided by the present invention, the vehicle is decelerated by using the engine drag torque instead of the active braking control under specific working conditions, the system control logic is improved, thereby reducing the intervention frequency and intervention duration of the braking controller, reducing the switching frequency of the braking controller and the drive controller, and having the advantages of improving driving smoothness and extending the service life of the controller. Description of the Drawings

[0050] The present invention will be described in detail below with reference to the accompanying drawings via exemplary embodiments, wherein:

[0051] Figure 1 A flowchart showing a control method for vehicle adaptive cruise provided by an embodiment of the present invention;

[0052] Figure 2 A flowchart showing a control method for vehicle adaptive cruise provided by another embodiment of the present invention;

[0053] Figure 3 The flowchart showing the control method for vehicle adaptive cruise provided by another embodiment of the present invention;

[0054] Figure 4 The structural block diagram showing the control device for vehicle adaptive cruise provided by an embodiment of the present invention;

[0055] Figure 5 The structural block diagram showing the control device for vehicle adaptive cruise provided by another embodiment of the present invention;

[0056] Figure 6 The structural block diagram showing the control device for vehicle adaptive cruise provided by another embodiment of the present invention;

[0057] Figure 7 The structural block diagram showing the control device for vehicle adaptive cruise provided by another embodiment of the present invention;

[0058] Figure 8 The structural schematic diagram of the vehicle provided by an embodiment of the present invention.

[0059] The drawings are only schematic and not necessarily drawn to scale. In addition, they only show those parts necessary to illustrate the present invention, while other parts may be omitted or only briefly mentioned. That is, in addition to the components shown in the drawings, the present invention may also include other components. Detailed Description of the Invention

[0060] The following specific embodiments illustrate the embodiments of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiments, this does not mean that the features of this invention are limited to this embodiment. On the contrary, the purpose of introducing the invention in conjunction with the embodiment is to cover other alternatives or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, many specific details will be included in the following description. The present invention can also be implemented without these details. In addition, in order to avoid confusing or obscuring the key points of the present invention, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0061] It should be noted that in this specification, similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0062] In the description of this embodiment, it should be noted that the terms "upper", "inner", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are directions or positional relationships in which the inventive product is usually placed when in use. These are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present invention.

[0063] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0064] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0065] In order to make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0066] Figure 1 A flow chart showing a method for controlling vehicle adaptive cruise control provided by an embodiment of the present invention; Figure 2 A flow chart showing a method for controlling vehicle adaptive cruise control provided by yet another embodiment of the present invention.

[0067] Reference Figure 1 and Figure 2 The vehicle adaptive cruise control method of the embodiment of the present invention is applied in a vehicle adaptive cruise control system of a vehicle, and the vehicle adaptive cruise control method includes:

[0068] S101. When the vehicle is in deceleration control, determine whether the engine of the vehicle is in a reverse drag state according to the torque change of the vehicle wheel end.

[0069] In this embodiment, when the vehicle is performing adaptive cruise control, when it is detected that the vehicle ahead is slowing down or the distance to the obstacle ahead is about to reach a safe distance, deceleration control or even emergency braking is required. Under the premise of meeting safety requirements, the present invention uses the reverse drag function of the engine as much as possible to reduce the intervention frequency and intervention duration of the brake controller. Therefore, this embodiment detects the torque change of the vehicle wheel end to determine whether the vehicle's engine is in a reverse drag state.

[0070] In one embodiment, determining whether the vehicle engine is in a reverse drag state specifically includes:

[0071] S201. Obtain the average torque change gradient value of the vehicle wheel end within a preset time period.

[0072] S202. Compare the average torque change gradient value of the vehicle wheel end with a set threshold value.

[0073] S203. If the average torque change gradient value is less than the set threshold value, obtain the throttle pedal state and the brake pedal state. Among them, when the throttle pedal opening is zero and the brake pedal is not activated, it is confirmed that the engine is in a reverse drag state.

[0074] In this embodiment, the average torque change gradient value within a continuous preset time period is calculated, and the average torque change gradient value of the vehicle wheel end is compared with the set threshold value. It should be noted that due to the limitation of the safety distance, the braking efficiency of the vehicle needs to be relatively high. Therefore, the time value of this preset time period is relatively small, such as about 200 ms. If the average torque change gradient value of the vehicle wheel end is greater than or equal to the set threshold value, it is determined that the vehicle engine is not self-reversing. If the average torque change gradient value of the vehicle wheel end is less than the set threshold value, further obtain the throttle pedal state and the brake pedal state. Among them, when it is determined that the throttle pedal opening is zero, it is considered that the vehicle enters a deceleration state, and then it is continued to determine whether the brake pedal is activated (i.e., depressed). If so, it is determined that the average torque change gradient generated at the vehicle wheel end is not achieved by the engine self-reversing, but by the intervention control of the brake controller. If the brake pedal is not activated (i.e., not depressed), it is confirmed that the engine is in a reverse drag state.

[0075] S102. If the engine is in a reverse drag state, determine whether the actual vehicle deceleration of the vehicle can be reduced to the target deceleration within a preset time.

[0076] S103. When the actual vehicle deceleration of the vehicle does not reach the target deceleration within the preset time, control the brake controller to start braking.

[0077] In this embodiment, when the vehicle engine is in a reverse drag state, it is necessary to judge the reverse drag of the engine. Through the algorithm set by the present invention, calculate whether the drag torque of the engine can meet the safety requirements of the vehicle, that is, whether the vehicle can be reduced to the target deceleration within the calculated preset time. Among them, the calculated preset time is the time required for the vehicle to reach a safe distance from the obstacle in front.

[0078] Specifically, by judging whether the actual vehicle deceleration of the vehicle can be reduced to the target deceleration within the preset time, it is judged whether only the reverse drag of the engine can meet the requirement of reducing to the target deceleration. If it cannot be met, the brake controller needs to be started to ensure the driving safety of the vehicle.

[0079] In one embodiment, by judging the acceleration change of the vehicle within a preset time, the acceleration value of the vehicle is reduced to within the safe threshold range within the preset time. If the reverse drag of the engine can meet the requirement, there is no need to start the brake controller. Specifically, the actual acceleration value of the vehicle and the target acceleration value calculated within the preset time are obtained; the actual acceleration and the target acceleration value are compared. If the difference between the actual acceleration value and the target acceleration value is within the preset range, it is confirmed that the actual vehicle deceleration of the vehicle within the preset time can reach the target deceleration. At this time, there is no need to start the brake controller, and the smooth deceleration of the vehicle can be achieved through the reverse drag of the engine. If the difference between the actual acceleration value and the target acceleration value exceeds the preset range, it is confirmed that the actual vehicle deceleration of the vehicle within the preset time has not been reduced to the target deceleration. At this time, it is necessary to start the brake controller.

[0080] In another embodiment, a rapid deceleration threshold value is preset, and the rapid deceleration threshold value can be adjusted according to the test results. In the case where the vehicle needs to decelerate rapidly, at this time, according to the detected target deceleration and the rapid deceleration threshold value, it is judged whether the vehicle can reach the rapid deceleration threshold through the reverse drag of the engine. Specifically, according to the average torque change gradient value of the vehicle wheel end, the target deceleration to which the vehicle is reduced within the preset time is obtained; the target deceleration is compared with the preset rapid deceleration threshold value; if the target deceleration is less than the rapid deceleration threshold value, it is determined that the actual vehicle deceleration of the vehicle within the preset time cannot be reduced to the target deceleration. At this time, it is judged that the priority of braking the vehicle in time is higher than the priority of the vehicle showing smoothness, and the intervention of the brake control needs to be requested, that is, the brake controller is started. If the target deceleration is greater than or equal to the rapid deceleration threshold value, it is determined that the actual vehicle deceleration of the vehicle within the preset time can be reduced to the target deceleration. At this time, rapid deceleration is implemented through the reverse drag of the engine, and there is no need for the intervention of the brake controller.

[0081] Further, as Figure 3 shown, the control method for the vehicle adaptive cruise further includes:

[0082] S104. Calculate the required braking force when the actual vehicle deceleration of the vehicle is reduced to the target deceleration within the preset time.

[0083] S105. Control the brake controller to implement the required braking force according to the calculated required braking force.

[0084] In this embodiment, the required braking force of the target is obtained by calculation, and the drag torque of the engine is preferentially applied, and then the remaining required braking force is compensated by the brake controller. In this way, the reverse resistance of the engine can be fully utilized, the intervention of the brake controller can be reduced, and the service life of the brake controller can be extended.

[0085] According to another aspect of the embodiments of the present invention, a control device for vehicle adaptive cruise is further provided. As Figure 4 shown, Figure 4 FIG. is a structural block diagram of the control device for vehicle adaptive cruise. Among them, the control device for vehicle adaptive cruise includes:

[0086] A first judgment module 401, configured to judge whether the engine of the vehicle is in a reverse dragging state according to the torque change at the wheel end of the vehicle when the vehicle performs deceleration control;

[0087] A second judgment module 402, configured to judge whether the actual deceleration of the vehicle reaches the target deceleration within a preset time if the engine is in a reverse dragging state;

[0088] A first processing module 403, configured to control the brake controller to start braking when the actual deceleration of the vehicle does not reach the target deceleration within a preset time.

[0089] Further, the control device for vehicle adaptive cruise further includes:

[0090] A calculation module 404, configured to calculate the required braking force when the actual deceleration of the vehicle reaches the target deceleration within a preset time;

[0091] A compensation control module 405, configured to control the brake controller to implement the required braking force according to the calculated required braking force.

[0092] In an embodiment, as Figure 5 shown, the first judgment module 401 includes:

[0093] A first acquisition unit 501, configured to acquire the average torque change gradient value of the vehicle wheel end within a preset time period;

[0094] A first comparison unit 502, configured to compare the average torque change gradient value of the vehicle wheel end with a set threshold;

[0095] A first processing unit 503, configured to acquire the throttle pedal state and the brake pedal state if the average torque change gradient value is less than the set threshold;

[0096] Wherein, when the throttle pedal opening is zero and the brake pedal is not activated, it is confirmed that the engine is in a reverse dragging state.

[0097] In an embodiment, as Figure 6 shown, the second judgment module 402 includes:

[0098] A second acquisition unit 601, configured to acquire the actual acceleration value of the vehicle and the target acceleration value calculated within a preset time;

[0099] The second comparison unit 602 is configured to compare the actual acceleration with the target acceleration value;

[0100] The second processing unit 603 is configured to confirm that the actual deceleration of the vehicle can reach the target deceleration within a preset time if the difference between the actual acceleration value and the target acceleration value is within a preset range;

[0101] The third processing unit 604 is configured to confirm that the actual deceleration of the vehicle does not reduce to the target deceleration within a preset time if the difference between the actual acceleration value and the target acceleration value exceeds the preset range.

[0102] In another embodiment, as Figure 7 shown, the second determination module 402 includes:

[0103] The third acquisition unit 701 is configured to obtain the actual deceleration of the vehicle reduced within a preset time according to the average torque change gradient value of the vehicle wheel end;

[0104] The third comparison unit 702 is configured to compare the actual deceleration of the vehicle with the calculated emergency deceleration threshold;

[0105] The fourth processing unit 703 is configured to determine that the actual deceleration of the vehicle cannot reduce to the target deceleration within a preset time if the actual deceleration is less than the emergency deceleration threshold; and determine that the actual deceleration of the vehicle can reduce to the target deceleration within a preset time if the actual deceleration is greater than or equal to the deceleration threshold.

[0106] It should be noted that the foregoing explanation of the embodiments of the performance optimization method for the adaptive cruise system is also applicable to the performance optimization device of the adaptive cruise system in this embodiment, and will not be elaborated here.

[0107] According to the vehicle adaptive cruise control method and device provided by the present invention, the ACC system continuously monitors the state of engine reverse drag. If it detects that the engine is in the reverse drag state, it will preferentially serve as a torque source for decelerating the vehicle. Under specific working conditions, the engine drag torque is used instead of active braking control to decelerate the vehicle, improving the system control logic, maximizing the use of engine reverse resistance during ACC control, thereby reducing the intervention frequency and duration of the brake controller, reducing the switching frequency between the brake controller and the drive controller, and having the advantages of improving driving smoothness and extending the controller life.

[0108] As Figure 8 shown, Figure 8 is a schematic structural diagram of a vehicle provided by an embodiment of the present invention. The vehicle includes a memory 801, a processor 802, and a computer program stored on the memory 801 and executable on the processor 802. The processor 802 executes the program to implement the vehicle adaptive cruise control method of each of the above embodiments.

[0109] Further, the vehicle further includes:

[0110] A communication interface 803 for communication between the memory 801 and the processor 802.

[0111] A memory 801 for storing a computer program that can run on the processor 802.

[0112] The memory 801 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0113] If the memory 801, the processor 802, and the communication interface 803 are implemented independently, the communication interface 803, the memory 801, and the processor 802 can be interconnected through a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 8 only a double-headed arrow is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0114] Optionally, in a specific implementation, if the memory 801, the processor 802, and the communication interface 803 are integrated on a single chip, the memory 801, the processor 802, and the communication interface 803 can communicate with each other through an internal interface. The processor 802 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0115] An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored, and the program is executed by a processor to implement the control method for vehicle adaptive cruise as described in the above embodiments.

[0116] Although the present invention has been illustrated and described with reference to certain preferred embodiments thereof, those of ordinary skill in the art should understand that the above content is a further detailed description of the present invention in conjunction with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited only to these descriptions. Those skilled in the art can make various changes in form and detail, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A control method for vehicle adaptive cruise, characterized in that, The method includes: When the vehicle performs deceleration control, determine whether the engine of the vehicle is in a reverse dragging state according to the torque change at the wheel end of the vehicle; If the engine is in a reverse dragging state, determine whether the actual vehicle deceleration within a preset time has decreased to the target deceleration; Wherein, when the actual vehicle deceleration within the preset time has not decreased to the target deceleration, control the brake controller to start braking.

2. The control method according to claim 1, wherein The method further includes: Calculate the required braking force when the actual vehicle deceleration within the preset time decreases to the target deceleration; According to the calculated required braking force, control the brake controller to apply the required braking force.

3. The control method according to claim 1, wherein The determination of whether the engine of the vehicle is in a reverse dragging state includes: Obtain the average torque change gradient value at the wheel end of the vehicle within a preset time period; Compare the average torque change gradient value at the wheel end of the vehicle with a set threshold; If the average torque change gradient value is less than the set threshold, obtain the throttle pedal state and the brake pedal state; Wherein, when the throttle pedal opening is zero and the brake pedal is not activated, confirm that the engine is in a reverse dragging state.

4. The control method according to claim 3, wherein The determination of whether the actual vehicle deceleration within a preset time has decreased to the target deceleration includes: Obtain the actual acceleration value of the vehicle and the target acceleration value calculated within the preset time; Compare the actual acceleration with the target acceleration value; If the difference between the actual acceleration value and the target acceleration value is within a preset range, confirm that the actual vehicle deceleration within the preset time can reach the target deceleration; If the difference between the actual acceleration value and the target acceleration value exceeds the preset range, confirm that the actual vehicle deceleration within the preset time has not decreased to the target deceleration.

5. The control method according to claim 3, characterized in that The determination of whether the actual vehicle deceleration within a preset time has decreased to the target deceleration includes: According to the average torque change gradient value at the wheel end of the vehicle, obtain the actual deceleration to which the vehicle has decreased within the preset time; Compare the actual deceleration of the vehicle with the calculated rapid deceleration threshold; If the actual deceleration is less than the rapid deceleration threshold, determine that the actual vehicle deceleration within the preset time cannot decrease to the target deceleration; if the actual deceleration is greater than or equal to the deceleration threshold, determine that the actual vehicle deceleration within the preset time can decrease to the target deceleration.

6. A control device for vehicle adaptive cruise, characterized in that, The device includes: A first judgment module, configured to determine whether the engine of the vehicle is in a reverse dragging state according to the torque change at the wheel end of the vehicle when the vehicle performs deceleration control; A second judgment module, configured to determine whether the actual vehicle deceleration within a preset time has decreased to the target deceleration if the engine is in a reverse dragging state; A first processing module, configured to control the brake controller to start braking when the actual vehicle deceleration within the preset time has not decreased to the target deceleration.

7. The control device according to claim 6, characterized in that The device further includes: A calculation module, configured to calculate the required braking force when the actual vehicle deceleration within the preset time decreases to the target deceleration; A compensation control module, configured to control the brake controller to implement the required braking force according to the calculated required braking force.

8. The control device according to claim 6, characterized in that, The first determination module includes: A first acquisition unit, configured to acquire an average torque change gradient value of the vehicle wheel end within a preset time period; A first comparison unit, configured to compare the average torque change gradient value of the vehicle wheel end with a set threshold; A first processing unit, configured to, if the average torque change gradient value is less than the set threshold, acquire the states of the accelerator pedal and the brake pedal; Wherein, when the opening of the accelerator pedal is zero and the brake pedal is not activated, it is confirmed that the engine is in a reverse drag state.

9. A vehicle, characterized in that, Including: A memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the program to implement the control method for vehicle adaptive cruise according to any one of claims 1-5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to be used to implement the control method for vehicle adaptive cruise according to any one of claims 1-5.

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