Vehicle adaptive cruise control method and device and vehicle

Abstract

The invention is suitable for the technical field of vehicle control, and provides a vehicle self-adaptive cruise control method and device and a vehicle. The method comprises the steps that after a self-adaptive cruise function is started, when it is detected that a preset type of intersection exists in front of a vehicle, whether a target vehicle exists in an adjacent lane of the vehicle or not is determined; if the target vehicle exists in the adjacent lane, the deceleration of the target vehicle is obtained; a self-adaptive cruise control strategy of the vehicle is obtained according to the deceleration and the expected acceleration of the vehicle; and controlling the vehicle based on the adaptive cruise control strategy. According to the method, when the vehicle has the detection blind area due to the shielding of the target vehicle, the target vehicle can detect the crossing target and brake in time, so that when the self-adaptive cruise control strategy of the vehicle is determined, the braking condition of the target vehicle is considered, and when the vehicle does not detect the crossing target, the self-adaptive cruise control strategy of the vehicle is determined. Therefore, the risk of collision between the vehicle and the crossing target can be reduced, and the safety of self-adaptive cruise is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle adaptive cruise control method, device and vehicle. Background Technology

[0002] Adaptive Cruise Control (ACC) is an advanced driver assistance feature. Based on information collected by cameras and radar from vehicles ahead, the adaptive cruise control system automatically adjusts the vehicle's speed to maintain a safe following distance, thereby improving driving safety and reducing driver fatigue.

[0003] However, real-world road conditions are complex and varied. In scenarios such as intersections, due to obstruction by large vehicles or obstacles, vehicle cameras and radars may have detection blind spots, failing to detect pedestrians, electric vehicles, and other road users crossing the intersection in a timely manner. When the vehicle detects a crosswalking object, the braking reaction time left for the ACC system is extremely short, easily leading to collisions and posing a serious safety risk. Summary of the Invention

[0004] This application provides a vehicle adaptive cruise control method, device, and vehicle to solve the technical problem in the related art where, due to obstacle obstruction, the braking response time of the vehicle's ACC system is extremely short when a target crossing is detected, which easily leads to safety risks.

[0005] In a first aspect, embodiments of this application provide a vehicle adaptive cruise control method, including: When the adaptive cruise control function is activated, it determines whether there is a target vehicle in the adjacent lane when a preset type of intersection is detected in front of the vehicle. If there is a target vehicle in the adjacent lane, then the deceleration of the target vehicle is obtained; Based on the deceleration and the vehicle's desired acceleration, the adaptive cruise control strategy for the vehicle is obtained. The vehicle is controlled based on the adaptive cruise control strategy.

[0006] In this embodiment, after the vehicle activates the adaptive cruise control function, if an intersection is detected ahead and a target vehicle is in the adjacent lane, meaning the vehicle will have a blind spot due to the target vehicle's obstruction, the deceleration of the target vehicle is incorporated into the vehicle's adaptive cruise control. This is because even when the vehicle has a blind spot due to the target vehicle's obstruction, the target vehicle can still detect the cross-traffic target in time and brake accordingly. Therefore, the deceleration of the target vehicle and the vehicle's desired acceleration are used together as inputs to obtain the vehicle's adaptive cruise control strategy. In this way, by taking into account the braking situation of the target vehicle, braking can be performed in advance based on the target vehicle's deceleration before the vehicle detects the cross-traffic target, which can reduce the risk of collision between the vehicle and the cross-traffic target and improve the safety of adaptive cruise control.

[0007] In one possible implementation, obtaining the adaptive cruise control strategy for the vehicle based on the deceleration and the vehicle's desired acceleration includes: Based on the deceleration, the corresponding decision ratio is obtained; The target acceleration of the vehicle is determined based on the deceleration, the desired acceleration, and the decision ratio. The decision percentage is the percentage of influence of the deceleration on determining the target acceleration of the vehicle; the decision percentage is positively correlated with the absolute value of the deceleration.

[0008] In this embodiment, the deceleration of the target vehicle in the adjacent lane is an important parameter for obtaining the vehicle's adaptive cruise control strategy. Therefore, the decision ratio is set to be positively correlated with the absolute value of the deceleration. Thus, when the speed of crossing the target is fast and the distance is short, and the deceleration force of the target vehicle is large, the deceleration of the target vehicle has a greater influence on determining the target acceleration, so that the vehicle brakes with greater force in advance, reducing the risk of collision with the crossing target.

[0009] In one possible implementation, determining the target acceleration of the vehicle based on the deceleration, the desired acceleration, and the decision proportion includes: If the decision ratio is greater than or equal to the first ratio threshold, then the target acceleration is obtained based on the deceleration, so that the vehicle decelerates based on the target acceleration; If the decision percentage is greater than or equal to the second percentage threshold and less than the first percentage threshold, then the expected acceleration is reduced according to the deceleration and the decision percentage to obtain the target acceleration; If the decision percentage is less than the second percentage threshold, then the target acceleration is obtained based on the expected acceleration; wherein the second percentage threshold is less than the first percentage threshold.

[0010] Here, based on the decision weight, the target acceleration is obtained from at least one of deceleration and expected acceleration. This ensures that when the decision weight is large, and correspondingly the deceleration force of the target vehicle is large, the target acceleration of the vehicle can be obtained directly from the deceleration, thereby enabling the vehicle to brake with greater force in advance and reducing the risk of collision with the target crossing the road.

[0011] In one possible implementation, obtaining the corresponding decision proportion based on the deceleration includes: Based on the magnitude of the deceleration, a corresponding deceleration range is determined; there are multiple deceleration ranges. Based on the corresponding deceleration range, the corresponding decision proportion is obtained; Different deceleration ranges correspond to different decision ratios, and the decision ratios are positively correlated with the absolute value of the lower limit of the deceleration range.

[0012] The decision-making percentage is positively correlated with the absolute value of the lower limit of the deceleration range. Therefore, the greater the deceleration of the target vehicle due to crossing the target, the greater the impact on the vehicle's adaptive cruise control strategy. This ensures that when the target vehicle brakes heavily due to crossing the target, the decision-making percentage corresponding to the target vehicle's deceleration is also large, resulting in a target acceleration that is closer to the target vehicle's deceleration. This leads to a greater braking force and enables the vehicle to brake earlier and better avoid crossing the target.

[0013] In addition, setting the deceleration range based on the deceleration and then determining the corresponding decision percentage based on the deceleration range, rather than directly obtaining the decision percentage based on the deceleration, can avoid frequent changes in the decision percentage caused by each deceleration corresponding to a different decision percentage. This helps to reduce the frequency of changes in the vehicle's target acceleration, making the control of the vehicle more stable and reliable, and improving the operating status of the ACC system.

[0014] In one possible implementation, the target vehicle includes large vehicles and small vehicles; The step of obtaining the corresponding decision proportion based on the deceleration includes: If the target vehicle is a large vehicle, then the corresponding first proportion is obtained based on the deceleration; If the target vehicle is a small vehicle, then the corresponding second proportion is obtained based on the deceleration; Among them, under the same deceleration, the first proportion corresponding to large vehicles is greater than the second proportion corresponding to small vehicles.

[0015] This embodiment considers the occlusion effect of small vehicles and sets a decision ratio corresponding to the deceleration range. This ensures that, under the same deceleration range, the decision ratio corresponding to large vehicles is greater than that corresponding to small vehicles. This allows for a more comprehensive consideration of the occlusion effect of target vehicles of different sizes on vehicle detection. Thus, under different target vehicles, different decision ratios are used, and the target acceleration of the vehicle is obtained by combining the deceleration of the target vehicle and the expected acceleration of the vehicle.

[0016] In one possible implementation, before obtaining the adaptive cruise control strategy for the vehicle based on the deceleration and the vehicle's desired acceleration, the method further includes: The vehicle acquires the preceding vehicle's driving data, driver input data, and additional speed limit values; the additional speed limit values ​​include the maximum speed limit value of the road where the vehicle is currently located. The desired acceleration of the vehicle is obtained based on the preceding vehicle's driving data, the driver's input data, and the additional speed limit value.

[0017] Here, when the vehicle is in a normal driving scenario, the expected acceleration is obtained by considering multiple angles, which can achieve safer adaptive cruise control.

[0018] In one possible implementation, the vehicle is equipped with multiple sensors; Determining whether there is a target vehicle in the adjacent lane of the vehicle includes: Acquire vehicle data and confidence levels in adjacent lanes of the vehicle from the outputs of the multiple sensors; The weight of the corresponding vehicle data is obtained based on the confidence level of the vehicle data output by each sensor; the weight of the vehicle data is positively correlated with the corresponding confidence level. Based on the vehicle data output by each sensor and the corresponding weight, it is determined whether there is a target vehicle in the adjacent lane of the vehicle.

[0019] In this embodiment, the presence of a target vehicle in an adjacent lane is determined by multi-source sensor fusion, and the confidence level of the vehicle data output by each sensor is considered. This avoids the limitations of a single sensor and prevents inaccurate detection results caused by the failure or interference of a single sensor. It can improve the reliability and accuracy of detection and accurately determine whether there is a target vehicle in an adjacent lane.

[0020] In one possible implementation, the method further includes: If there is no target vehicle in the adjacent lane, or if there is a target vehicle in the adjacent lane and the target vehicle is accelerating, then the vehicle is controlled based on the desired acceleration.

[0021] Here, when no target vehicle is detected in the adjacent lane, it means that there is no large vehicle obstructing the view, and there is no blind spot. The vehicle can detect the target crossing in time, so it can be controlled directly according to the desired acceleration. When there is a target vehicle in the adjacent lane and the target vehicle is accelerating, it means that there is no target crossing and the target vehicle is not braking. In this case, the vehicle can also be controlled directly according to the desired acceleration.

[0022] Secondly, embodiments of this application provide a vehicle adaptive cruise control device, comprising: The detection module is used to determine whether there is a target vehicle in the adjacent lane of the vehicle when the adaptive cruise control function is activated and a preset type of intersection is detected in front of the vehicle.

[0023] The acquisition module is used to acquire the deceleration of the target vehicle when there is a target vehicle in the adjacent lane.

[0024] The module is used to obtain the adaptive cruise control strategy of the vehicle based on the deceleration and the vehicle's desired acceleration.

[0025] A control module is used to control the vehicle based on the adaptive cruise control strategy.

[0026] Optionally, the decision percentage is positively correlated with the absolute value of the deceleration; the obtaining module is further used for: Based on the deceleration, the corresponding decision ratio is obtained; The target acceleration of the vehicle is determined based on the deceleration, the desired acceleration, and the decision ratio. The decision percentage refers to the percentage of influence of the deceleration on determining the target acceleration of the vehicle.

[0027] Optionally, the get module is also used for: If the decision ratio is greater than or equal to the first ratio threshold, then the target acceleration is obtained based on the deceleration, so that the vehicle decelerates based on the target acceleration; If the decision percentage is greater than or equal to the second percentage threshold and less than the first percentage threshold, then the expected acceleration is reduced according to the deceleration and the decision percentage to obtain the target acceleration; If the decision percentage is less than the second percentage threshold, then the target acceleration is obtained based on the expected acceleration; wherein the second percentage threshold is less than the first percentage threshold.

[0028] Optionally, the get module is also used for: Based on the magnitude of the deceleration, a corresponding deceleration range is determined; there are multiple deceleration ranges. Based on the corresponding deceleration range, the corresponding decision proportion is obtained; Different deceleration ranges correspond to different decision ratios, and the decision ratios are positively correlated with the absolute value of the lower limit of the deceleration range.

[0029] Thirdly, embodiments of this application provide a vehicle including a memory and a controller, wherein the memory stores a computer program that can run on the controller, and the controller executes the computer program to implement the vehicle adaptive cruise control method as described in any of the first aspects.

[0030] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a controller, implements the vehicle adaptive cruise control method as described in any of the first aspects.

[0031] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0032] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of a crossroads scene; Figure 2 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle adaptive cruise control method provided in an embodiment of this application; Figure 4 This is a schematic flowchart of a vehicle adaptive cruise control method provided in another embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle adaptive cruise control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0035] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0036] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0037] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0038] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0039] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0040] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0041] When adaptive cruise control is activated, in scenarios such as intersections, the perception capabilities of the vehicle's cameras and radar are limited due to obstruction by large vehicles such as trucks, buses, and special-purpose vehicles, creating blind spots. This means that when pedestrians, bicycles, or electric vehicles cross the intersection, the vehicle may not be able to detect them in time. Figure 1As shown, in the scenario at the intersection, vehicle A's camera and radar have blind spots due to obstruction from the large vehicle B in the adjacent lane to its right, preventing it from detecting the crossroads target C from the right in time. When the vehicle does detect the crossroads target, the braking reaction time for the ACC system is extremely short, posing a collision risk and causing safety issues.

[0042] Based on the aforementioned problems, in the embodiments of this application, after the vehicle (i.e., the self-driving vehicle) activates the adaptive cruise control function, if it detects an intersection ahead and a target vehicle in the adjacent lane, meaning that the self-driving vehicle's sensing device has a detection blind spot due to the target vehicle's obstruction, the state variables of the target vehicle are introduced into the self-driving vehicle's adaptive cruise control. This is because while the self-driving vehicle cannot detect the target vehicle crossing the road due to its obstruction, the target vehicle in the adjacent lane can observe the target crossing the road and brake in time. Therefore, in this application, the state variables of the target vehicle, such as deceleration, are used as input quantities, and together with the self-driving vehicle's desired acceleration, they determine the adaptive cruise control strategy. In this way, by considering the braking situation of the target vehicle, braking can be performed in advance based on the deceleration of the target vehicle even before the self-driving vehicle detects the target crossing the road, thereby reducing the risk of collision and improving safety.

[0043] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0044] First refer to Figure 2 , Figure 2 The illustration shows an application scenario diagram provided according to an embodiment of this application, in which the device involved may include a controller.

[0045] After the adaptive cruise control function is activated, when the controller detects a preset type of intersection in front of the vehicle, it determines whether there is a target vehicle in the adjacent lane. If there is a target vehicle in the adjacent lane, it obtains the deceleration of the target vehicle and obtains the adaptive cruise control strategy based on the deceleration and the vehicle's desired acceleration. Then, it controls the vehicle based on the adaptive cruise control strategy.

[0046] Optionally, the controller mentioned above can be an in-vehicle controller, such as an ACC system.

[0047] For example, in this application scenario, the device may also include multiple sensors, such as lidar, millimeter-wave radar and / or cameras, etc. Each sensor collects vehicle data in the adjacent lanes of the vehicle, so that the controller can determine whether there is a target vehicle in the adjacent lanes based on the above vehicle data.

[0048] The following is combined Figure 2 Application scenarios, refer to Figures 3-4This application describes a vehicle adaptive cruise control method according to exemplary embodiments thereof. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0049] refer to Figure 3 , Figure 3 This is a schematic flowchart of a vehicle adaptive cruise control method provided in an embodiment of this application. Figure 3 As shown, the method in the embodiments of this application may include: Step 301: After the adaptive cruise control function is turned on, when a preset type of intersection is detected in front of the vehicle, determine whether there is a target vehicle in the adjacent lane.

[0050] In this embodiment, the preset type of intersection can include crossroads, T-junctions, and multi-way intersections. In multi-vehicle road sections, adjacent lanes include the left adjacent lane and the right adjacent lane in the same direction of vehicle travel. Of course, when a vehicle is in the outermost or innermost lane, there is only one adjacent lane. Target vehicles include large vehicles such as trucks, buses, and special-purpose vehicles, which are vehicles that may adversely affect the detection of vehicles. Small vehicles may have a smaller impact on vehicle detection, and bicycles and electric vehicles have almost no adverse impact on vehicle detection. Therefore, this embodiment mainly considers large vehicles as target vehicles.

[0051] Optionally, this embodiment detects whether there is a preset type of intersection within a preset range ahead of the vehicle's travel path. If the intersection ahead is far from the vehicle and not within the preset range, it is not considered in this embodiment. When detecting whether there is a preset type of intersection, it can be determined through a map and the vehicle's positioning, such as acquiring the vehicle's onboard map and GPS (Global Positioning System) or IMU (Inertial Measurement Unit) positioning. Based on the preset type of intersection identified by the onboard map and the vehicle's positioning, it can be determined whether there is a preset type of intersection within a preset range ahead of the vehicle's travel path. Alternatively, road-related data collected by sensors such as onboard cameras or radar can be used to identify lane line changes or road width changes to determine whether there is a preset type of intersection within a preset range ahead of the vehicle's travel path; no specific limitations are imposed here.

[0052] For example, in this embodiment, when detecting whether there is a target vehicle in the adjacent lane of the vehicle, it detects whether there is a target vehicle within a preset area of ​​the adjacent lane. If the target vehicle is not in the preset area, it indicates that the target vehicle will not obstruct the detection of the vehicle. Here, the preset range and preset area can be set according to actual conditions or needs.

[0053] It's important to note that if a pre-defined intersection is detected ahead of the vehicle, and the vehicle is already decelerating and meeting the pre-defined deceleration requirements, then even if a suddenly appearing crossroads target appears, the risk of a collision is minimal. In this case, it's no longer necessary to check for target vehicles in adjacent lanes; instead, control of the vehicle should be maintained. The pre-defined deceleration requirements can be set according to actual needs and circumstances, ensuring that the vehicle will not collide with a suddenly appearing crossroads target when the pre-defined deceleration requirements are met.

[0054] Step 302: If there is a target vehicle in the adjacent lane, obtain the deceleration of the target vehicle.

[0055] In this embodiment, if a target vehicle is located within a preset area of ​​an adjacent lane, the target vehicle will obstruct the detection of the vehicle (i.e., the vehicle itself). As mentioned earlier, while the vehicle cannot detect the target crossing due to obstruction by the target vehicle, the target vehicle can still detect the target crossing and brake in time. Therefore, to avoid the risk of collision caused by the vehicle's inability to detect the target crossing in time, this embodiment obtains the deceleration of the target vehicle and incorporates this deceleration into the vehicle's adaptive cruise control. Here, the ability to obtain the deceleration of the target vehicle indicates that the target vehicle is braking.

[0056] It should be noted that if the target vehicle is accelerating or moving at a constant speed, that is, the target vehicle is not braking or decelerating, it is assumed that it is not crossing the target at this time, and therefore there is no risk of collision due to the vehicle's inability to detect the crossing of the target in time. In this case, the vehicle can be controlled with the desired acceleration.

[0057] Step 303: Based on the deceleration and the vehicle's desired acceleration, obtain the vehicle's adaptive cruise control strategy.

[0058] Here, the vehicle's expected acceleration refers to the acceleration obtained by the ACC system after the adaptive cruise control function is activated, based on information such as the vehicle in front, and the ACC system controls the vehicle to achieve adaptive cruise control based on this expected acceleration.

[0059] It should be noted that the deceleration in the embodiments of this application refers to the rate at which the vehicle speed decreases. The acceleration mentioned in the embodiments of this application, such as expected acceleration or target acceleration, is acceleration in a broad sense, referring to the rate at which the vehicle speed changes, including the rate at which the vehicle speed increases and decreases, and does not refer to a specific case. That is, the acceleration here may be positive or negative.

[0060] For example, before obtaining the vehicle's adaptive cruise control strategy based on deceleration and the vehicle's desired acceleration, the vehicle's preceding vehicle driving data, driver input data, and additional speed limit values ​​can be obtained, and the vehicle's desired acceleration can be obtained based on the preceding vehicle driving data, driver input data, and additional speed limit values.

[0061] The additional speed limit includes the maximum speed limit of the road where the vehicle is currently located. In this embodiment, in a normal driving scenario, such as a scenario without intersections, the desired acceleration of the vehicle can be obtained based on the preceding vehicle's driving data, such as its speed, acceleration, and distance; driver input data, such as the driver's set speed; the maximum speed limit of the road where the vehicle is currently located; and other factors such as obstacle information detected by cameras or radar. Adaptive cruise control is then implemented based on this desired acceleration. By considering the desired acceleration from multiple perspectives, a safer adaptive cruise control can be achieved.

[0062] Considering that in intersection scenarios, vehicles have blind spots due to the obstruction of target vehicles in adjacent lanes, while the target vehicle can detect the crossing of the target and brake in time, here, in addition to the desired acceleration, the deceleration of the target vehicle in the adjacent lane is also introduced into the vehicle's adaptive cruise control. The two are used as common inputs to obtain the vehicle's adaptive cruise control strategy, such as obtaining the vehicle's target acceleration.

[0063] When obtaining the target acceleration of a vehicle, both the desired acceleration and the target vehicle's deceleration are considered. For example, if the absolute value of the target vehicle's deceleration is greater than a certain value, it indicates that the target vehicle is braking forcefully, possibly crossing the target at a relatively high speed and close distance. In this case, the vehicle is also decelerated with greater force to brake in advance and avoid the crossing target, meaning the target acceleration is a large negative value. Conversely, if the absolute value of the target vehicle's deceleration is small, it may be that the driver of the target vehicle is habitually braking lightly at intersections, or that the vehicle is crossing the target but at a relatively far distance or at a slow speed. In this case, both the target vehicle's deceleration and the desired acceleration can be considered to obtain the target acceleration.

[0064] Thus, in this embodiment, in an intersection scenario where there is a target vehicle in an adjacent lane, the deceleration of the target vehicle is incorporated into the vehicle's adaptive cruise control. Together with the desired acceleration, the vehicle's adaptive cruise control strategy is obtained. Since the braking situation of the target vehicle is taken into account, the vehicle can brake in advance based on the deceleration of the target vehicle before it detects the target crossing. This reduces the risk of collision between the vehicle and the target crossing and improves safety.

[0065] Step 304: Control the vehicle based on the adaptive cruise control strategy.

[0066] Optionally, the vehicle's adaptive cruise control strategy can be obtained, such as controlling the vehicle based on the target acceleration after obtaining the target acceleration.

[0067] For example, if there is no target vehicle in the adjacent lane, or if there is a target vehicle in the adjacent lane and the target vehicle is accelerating, the vehicle is controlled based on the expected acceleration. Similarly, if there is no intersection of a preset type ahead of the vehicle, the vehicle is also controlled based on the expected acceleration.

[0068] In this embodiment, when no target vehicle is detected in the adjacent lane, it indicates that the vehicle is not obstructed by any large vehicle and there is no blind spot. The vehicle can detect crossing targets in a timely manner, and therefore, the vehicle can be controlled directly based on the desired acceleration. When there is a target vehicle in the adjacent lane and it is accelerating, it means that no crossing target is present, so the target vehicle is not braking. In this case, the vehicle can also be controlled directly based on the desired acceleration. When there is no pre-defined intersection ahead, there may be no pedestrians, bicycles, or electric vehicles crossing the road. In this case, the vehicle is considered to be in a normal driving scenario, and the vehicle can be controlled directly based on the desired acceleration.

[0069] The vehicle adaptive cruise control method provided in this application, after the vehicle activates the adaptive cruise function, if an intersection is detected ahead and a target vehicle is in the adjacent lane, meaning the vehicle will have a detection blind spot due to the target vehicle's obstruction, the deceleration of the target vehicle is incorporated into the vehicle's adaptive cruise control. This is because even when the vehicle has a detection blind spot due to the target vehicle's obstruction, the target vehicle can still detect the crossing target in time and brake in time. Therefore, the deceleration of the target vehicle and the vehicle's desired acceleration are used together as input quantities to obtain the vehicle's adaptive cruise control strategy. In this way, by taking into account the braking situation of the target vehicle, braking can be performed in advance based on the deceleration of the target vehicle before the vehicle detects the crossing target, which can reduce the risk of collision between the vehicle and the crossing target and improve the safety of adaptive cruise control.

[0070] In addition, as mentioned above, the deceleration of the target vehicle in the adjacent lane is an important parameter for obtaining the vehicle's adaptive cruise control strategy. Therefore, this embodiment further refines how to obtain the target acceleration of the vehicle based on the deceleration, so as to better ensure that the vehicle can brake in advance according to the deceleration of the target vehicle and reduce the risk of collision between the vehicle and the target crossing the lane.

[0071] Figure 4 This is a schematic flowchart of a vehicle adaptive cruise control method provided in another embodiment of this application. Figure 4 As shown, the method in the embodiments of this application may include: Step 401: After the adaptive cruise control function is turned on, when a preset type of intersection is detected in front of the vehicle, determine whether there is a target vehicle in the adjacent lane.

[0072] In this embodiment, the preset type of intersection can include crossroads, T-junctions, and multi-way intersections. In multi-vehicle road sections, adjacent lanes include the left adjacent lane and the right adjacent lane in the same direction of vehicle travel. Of course, when a vehicle is in the outermost or innermost lane, there is only one adjacent lane. Target vehicles include large vehicles such as trucks, buses, and special-purpose vehicles, which may adversely affect the detection of vehicles, i.e., the vehicle itself.

[0073] Optionally, this embodiment detects whether there is a preset type of intersection within a preset range ahead of the vehicle's travel path. If the intersection ahead is far from the vehicle and not within the preset range, it is not considered a scenario in this embodiment. Similarly, this embodiment detects whether there is a target vehicle within a preset area of ​​the vehicle's adjacent lane. If the target vehicle is not within the preset area, it indicates that the target vehicle will not obstruct the detection of the vehicle. Here, the preset range and preset area can be set according to actual conditions or needs.

[0074] For example, a vehicle can be equipped with multiple sensors. When determining whether there is a target vehicle in the adjacent lanes, vehicle data and confidence levels in the adjacent lanes can be acquired from multiple sensors. Based on the confidence level of the vehicle data output by each sensor, a weight is obtained for the corresponding vehicle data. Then, based on the vehicle data output by each sensor and its corresponding weight, it is determined whether there is a target vehicle in the adjacent lanes. The weight of the vehicle data is positively correlated with its corresponding confidence level.

[0075] Optionally, the sensors may include cameras, lidar, ultrasonic radar, and / or millimeter-wave radar, etc. Each sensor can detect vehicle data in adjacent lanes and output a corresponding confidence score, where the confidence score represents the reliability of the corresponding vehicle data. For example, in inclement weather, affected by rain, snow, fog, etc., the detection performance of the camera decreases, and the reliability of the detected vehicle data decreases, resulting in a lower confidence score for that vehicle data. Therefore, in this embodiment, the confidence score of the vehicle data output by each sensor is considered. For vehicle data with low confidence scores, a low weight is assigned or the vehicle data is not considered at all, while for vehicle data with high confidence scores, a high weight is assigned. In this way, the vehicle data is fused according to the weight of each vehicle data, and finally, the presence of a target vehicle in adjacent lanes is determined based on the fused vehicle data.

[0076] In this embodiment, the presence of a target vehicle in an adjacent lane is determined by multi-source sensor fusion, and the confidence level of the vehicle data output by each sensor is considered. This avoids the limitations of a single sensor and prevents inaccurate detection results caused by the failure or interference of a single sensor. It can improve the reliability and accuracy of detection and accurately determine whether there is a target vehicle in an adjacent lane.

[0077] Step 402: If there is a target vehicle in the adjacent lane, obtain the deceleration of the target vehicle.

[0078] In this embodiment, if a target vehicle is located within a preset area of ​​an adjacent lane, the target vehicle will obstruct the detection of the vehicle (i.e., the vehicle itself). As mentioned earlier, while the vehicle cannot detect the target crossing due to obstruction by the target vehicle, the target vehicle can still detect the target crossing and brake in time. Therefore, to avoid the risk of collision caused by the vehicle's inability to detect the target crossing in time, this embodiment obtains the deceleration of the target vehicle and incorporates this deceleration into the vehicle's adaptive cruise control. Here, the ability to obtain the deceleration of the target vehicle indicates that the target vehicle is braking.

[0079] It should be noted that if the target vehicle is accelerating or moving at a constant speed, that is, the target vehicle is not braking or decelerating, it is assumed that it is not crossing the target at this time, and therefore there is no risk of collision due to the vehicle's inability to detect the crossing of the target in time. In this case, the vehicle can be controlled with the desired acceleration.

[0080] Here, the specific implementation methods and principles of steps 401 to 402 can be referred to the relevant descriptions in the foregoing embodiments, and will not be repeated here.

[0081] Step 403: Based on the deceleration, obtain the corresponding decision ratio, and based on the deceleration, expected acceleration, and decision ratio, determine the target acceleration of the vehicle.

[0082] The decision percentage represents the proportion of influence of deceleration on determining the target acceleration of the vehicle. This decision percentage is positively correlated with the absolute value of deceleration; that is, the larger the absolute value of deceleration, the larger the corresponding decision percentage. This is because a greater deceleration of the target vehicle indicates a faster speed and shorter distance to cross the target, requiring the vehicle to brake more forcefully in advance to avoid it. Therefore, when deciding on the adaptive cruise control strategy based on the target vehicle's deceleration and the vehicle's desired acceleration, the target vehicle's deceleration should have a greater influence on determining the target acceleration. A larger decision percentage for deceleration corresponds to a smaller percentage for desired acceleration.

[0083] In some embodiments, when obtaining the corresponding decision percentage based on the deceleration, the corresponding deceleration range can be determined based on the magnitude of the deceleration, and the corresponding decision percentage can be obtained based on the corresponding deceleration range.

[0084] There are multiple deceleration ranges, each corresponding to a different decision weight. The decision weight is positively correlated with the absolute value of the lower limit of the deceleration range. For example, the deceleration range can be divided into a first range, a second range, and a third range. The first range can be set to [-9m / s²]. 2 -5m / s 2 The second range can be (-5m / s) 2 -3m / s 2 The third range can be (-3m / s) 2 Here, the upper and lower limits of the first to third ranges can be set according to the actual situation and needs. The specific values ​​here are only examples. The decision percentages corresponding to the first to third ranges decrease sequentially. For example, the decision percentages corresponding to the first to third ranges can be 70%, 40%, and 25% respectively. Here, the specific values ​​of the decision percentages can be set according to the actual situation and needs. This is only an example and is not intended to limit the decision percentages.

[0085] In this embodiment, the decision-making percentage is set to be positively correlated with the absolute value of the lower limit of the deceleration range. Therefore, the greater the deceleration force of the target vehicle due to crossing the target, the greater the impact on the vehicle's adaptive cruise control strategy. This ensures that when the target vehicle brakes significantly due to crossing the target, the decision-making percentage corresponding to the target vehicle's deceleration is also larger, resulting in a target acceleration closer to the target vehicle's deceleration. This leads to greater braking force and better avoidance of targets crossing the target. Furthermore, determining the deceleration range based on the deceleration, and then determining the corresponding decision-making percentage based on the deceleration range, rather than directly deriving the decision-making percentage from the deceleration itself, avoids frequent changes in the decision-making percentage caused by different decision-making percentages for each deceleration. This helps reduce the frequency of changes in the vehicle's target acceleration, making vehicle control more stable and reliable, and improving the operation of the ACC system.

[0086] In some embodiments, when determining the target acceleration of the vehicle, it is possible to When the decision percentage is greater than or equal to the first percentage threshold, the target acceleration is obtained based on the deceleration, so that the vehicle decelerates based on the target acceleration.

[0087] When the decision percentage is greater than or equal to the second percentage threshold and less than the first percentage threshold, the expected acceleration is reduced based on the deceleration and the decision percentage to obtain the target acceleration.

[0088] If the decision percentage is less than the second percentage threshold, the target acceleration is obtained based on the expected acceleration. The second percentage threshold is less than the first percentage threshold.

[0089] In this example, when the decision factor is large, it indicates that the target vehicle is decelerating significantly. It suggests that the vehicle is crossing the target at a fast speed and over a short distance, indicating an urgent situation. In this case, the expected acceleration can be disregarded, and the target acceleration can be directly obtained from the deceleration, for example, a deceleration of -8 m / s². 2 The target acceleration can be determined to be -7 m / s². 2 This allows the vehicle to slow down significantly in advance, avoiding a collision with the object crossing the road.

[0090] When the decision weight is appropriate, such as when the decision weight is greater than or equal to the second weight threshold and less than the first weight threshold, it indicates that the target vehicle has decelerated, but the deceleration is not significant. This may be due to the vehicle crossing the target but being far away and moving slowly. In this case, the target acceleration can be obtained by comprehensively considering the expected acceleration and the deceleration of the target vehicle. For example, the target acceleration can be obtained based on the deceleration, the expected acceleration, and their respective weights. The weight of the expected acceleration is the difference between 1 and the decision weight of the deceleration.

[0091] When the decision ratio is relatively small, it may indicate that the driver of the target vehicle has a habit of slightly braking at the intersection and does not cross the target. In this case, the expected acceleration can be directly used as the target acceleration to control the vehicle. Of course, the target acceleration can also be obtained based on the deceleration and expected acceleration and their respective ratios.

[0092] It should be noted that this embodiment uses the setting of a first proportion threshold and a second proportion threshold as an example. In practical applications, different numbers of proportion thresholds can be set according to the actual situation and needs.

[0093] In this embodiment, the target acceleration is obtained based on at least one of deceleration and expected acceleration, depending on the decision weight. This ensures that when the decision weight is large, and the target vehicle's deceleration force is large, the target acceleration of the vehicle can be obtained directly from the deceleration, thereby enabling the vehicle to brake with greater force in advance and reducing the risk of collision with the target vehicle.

[0094] Step 404: Control the vehicle based on the adaptive cruise control strategy.

[0095] Here, the vehicle's adaptive cruise control strategy is obtained, such as controlling the vehicle based on the target acceleration after obtaining the target acceleration.

[0096] Optionally, if there is no target vehicle in the adjacent lane, or if there is a target vehicle in the adjacent lane and the target vehicle is accelerating, or if there is no intersection of a preset type in front of the vehicle, the vehicle is controlled based on the desired acceleration.

[0097] The specific implementation method and principle of step 404 in this embodiment can be referred to the relevant description in the foregoing embodiments, and will not be repeated here.

[0098] In this embodiment, the deceleration of the target vehicle in the adjacent lane is an important parameter for obtaining the vehicle's adaptive cruise control strategy. Therefore, the decision ratio is set to be positively correlated with the absolute value of the deceleration. This means that when the speed of crossing the target is fast and the distance is short, and the deceleration force of the target vehicle is large, the deceleration of the target vehicle has a greater influence on determining the target acceleration, so that the vehicle can brake with greater force in advance and reduce the risk of collision with the crossing target.

[0099] In some embodiments, the case where the target vehicle includes small vehicles is also considered. The decision percentage may include a first percentage and a second percentage. That is, when the target vehicle includes large vehicles and small vehicles, when obtaining the corresponding decision percentage based on deceleration, the first percentage may be obtained based on deceleration when the target vehicle is a large vehicle, and the second percentage may be obtained based on deceleration when the target vehicle is a small vehicle. Under the same deceleration, the first percentage corresponding to the large vehicle is greater than the second percentage corresponding to the small vehicle.

[0100] In other words, this embodiment also considers the occlusion effect of small vehicles in adjacent lanes on vehicle detection. Of course, the occlusion effect of large vehicles in adjacent lanes is greater than that of small vehicles in adjacent lanes. Therefore, under the same deceleration or the same deceleration range, the first proportion corresponding to large vehicles is greater than the second proportion corresponding to small vehicles.

[0101] In this embodiment, the occlusion effect of small vehicles is considered, and a decision ratio corresponding to the deceleration range is set so that the decision ratio corresponding to large vehicles is greater than that corresponding to small vehicles under the same deceleration range. This allows for a more comprehensive consideration of the occlusion effect of target vehicles of different sizes on vehicle detection, thereby obtaining the target acceleration of the vehicle by combining the deceleration of the target vehicle and the expected acceleration of the vehicle with different decision ratios under different target vehicles.

[0102] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0103] Figure 5 This is a schematic diagram of the structure of a vehicle adaptive cruise control device provided in one embodiment of this application. Figure 5 As shown, the vehicle adaptive cruise control device provided in this embodiment may include: a detection module 501, an acquisition module 502, an acquisition module 503, and a control module 504.

[0104] The detection module 501 is used to determine whether there is a target vehicle in the adjacent lane of the vehicle when a preset type of intersection is detected in front of the vehicle after the adaptive cruise function is activated.

[0105] The acquisition module 502 is used to acquire the deceleration of the target vehicle when there is a target vehicle in the adjacent lane.

[0106] The module 503 is used to obtain the adaptive cruise control strategy of the vehicle based on the deceleration and the vehicle's desired acceleration.

[0107] The control module 504 is used to control the vehicle based on the adaptive cruise control strategy.

[0108] In one possible implementation, module 503 is also used for: Based on the deceleration, the corresponding decision ratio is obtained; The target acceleration of the vehicle is determined based on the deceleration, the desired acceleration, and the decision ratio. The decision percentage is the percentage of influence of the deceleration on determining the target acceleration of the vehicle; the decision percentage is positively correlated with the absolute value of the deceleration.

[0109] In one possible implementation, module 503 is also used for: If the decision ratio is greater than or equal to the first ratio threshold, then the target acceleration is obtained based on the deceleration, so that the vehicle decelerates based on the target acceleration; If the decision percentage is greater than or equal to the second percentage threshold and less than the first percentage threshold, then the expected acceleration is reduced according to the deceleration and the decision percentage to obtain the target acceleration; If the decision percentage is less than the second percentage threshold, then the target acceleration is obtained based on the expected acceleration; wherein the second percentage threshold is less than the first percentage threshold.

[0110] In one possible implementation, module 503 is also used for: Based on the magnitude of the deceleration, a corresponding deceleration range is determined; there are multiple deceleration ranges. Based on the corresponding deceleration range, the corresponding decision proportion is obtained; Different deceleration ranges correspond to different decision ratios, and the decision ratios are positively correlated with the absolute value of the lower limit of the deceleration range.

[0111] In one possible implementation, the target vehicle includes large vehicles and small vehicles; the obtaining module 503 is further configured to: If the target vehicle is a large vehicle, then the corresponding first proportion is obtained based on the deceleration; If the target vehicle is a small vehicle, then the corresponding second proportion is obtained based on the deceleration; Among them, under the same deceleration, the first proportion corresponding to large vehicles is greater than the second proportion corresponding to small vehicles.

[0112] In one possible implementation, module 503 is also used for: The vehicle acquires the preceding vehicle's driving data, driver input data, and additional speed limit values; the additional speed limit values ​​include the maximum speed limit value of the road where the vehicle is currently located. The desired acceleration of the vehicle is obtained based on the preceding vehicle's driving data, the driver's input data, and the additional speed limit value.

[0113] In one possible implementation, the vehicle is equipped with multiple sensors; the detection module 501 is further configured to: Acquire vehicle data and confidence levels in adjacent lanes of the vehicle from the outputs of the multiple sensors; The weight of the corresponding vehicle data is obtained based on the confidence level of the vehicle data output by each sensor; the weight of the vehicle data is positively correlated with the corresponding confidence level. Based on the vehicle data output by each sensor and the corresponding weight, it is determined whether there is a target vehicle in the adjacent lane of the vehicle.

[0114] In one possible implementation, the control module 504 is also used for: If there is no target vehicle in the adjacent lane, or if there is a target vehicle in the adjacent lane and the target vehicle is accelerating, then the vehicle is controlled based on the desired acceleration.

[0115] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0116] Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 6 As shown, the vehicle 600 in this embodiment includes a controller 610 and a memory 620, wherein the memory 620 stores a computer program 621 that can run on the controller 610. When the controller 610 executes the computer program 621, it implements the steps in any of the above method embodiments, for example... Figure 3 Steps 301 to 304 are shown.

[0117] For example, when controller 610 executes computer program 621, it performs the following steps: Step 301: After the adaptive cruise control function is turned on, when a preset type of intersection is detected in front of the vehicle, determine whether there is a target vehicle in the adjacent lane.

[0118] Step 302: If there is a target vehicle in the adjacent lane, obtain the deceleration of the target vehicle.

[0119] Step 303: Based on the deceleration and the vehicle's desired acceleration, obtain the vehicle's adaptive cruise control strategy.

[0120] Step 304: Control the vehicle based on the adaptive cruise control strategy.

[0121] Alternatively, when the controller 610 executes the computer program 621, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 501 to 504 are shown.

[0122] For example, when the controller 610 executes the computer program 621, it performs the functions of the following modules: The detection module 501 is used to determine whether there is a target vehicle in the adjacent lane of the vehicle when the adaptive cruise function is activated and a preset type of intersection is detected in front of the vehicle.

[0123] The acquisition module 502 is used to acquire the deceleration of the target vehicle when there is a target vehicle in the adjacent lane.

[0124] The module 503 is used to obtain the adaptive cruise control strategy of the vehicle based on the deceleration and the vehicle's desired acceleration.

[0125] The control module 504 is used to control the vehicle based on the adaptive cruise control strategy.

[0126] For example, computer program 621 may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by controller 610 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of computer program 621 in vehicle 600.

[0127] Those skilled in the art will understand that Figure 6 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0128] The controller 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0129] The memory 620 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 620 can also include both internal and external storage devices. The memory 620 is used to store computer programs and other programs and data required by the vehicle. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0130] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0131] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a controller, implements the above-described vehicle adaptive cruise control method.

[0132] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0133] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software 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 this application.

[0134] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0135] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0136] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0137] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a controller, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0138] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle adaptive cruise control method, characterized in that, include: When the adaptive cruise control function is activated, it determines whether there is a target vehicle in the adjacent lane when a preset type of intersection is detected in front of the vehicle. If there is a target vehicle in the adjacent lane, then the deceleration of the target vehicle is obtained; Based on the deceleration and the vehicle's desired acceleration, the adaptive cruise control strategy for the vehicle is obtained. The vehicle is controlled based on the adaptive cruise control strategy.

2. The vehicle adaptive cruise control method according to claim 1, characterized in that, The step of obtaining the adaptive cruise control strategy for the vehicle based on the deceleration and the vehicle's desired acceleration includes: Based on the deceleration, the corresponding decision ratio is obtained; The target acceleration of the vehicle is determined based on the deceleration, the desired acceleration, and the decision ratio. The decision percentage is the percentage of influence of the deceleration on determining the target acceleration of the vehicle; the decision percentage is positively correlated with the absolute value of the deceleration.

3. The vehicle adaptive cruise control method according to claim 2, characterized in that, Determining the target acceleration of the vehicle based on the deceleration, the desired acceleration, and the decision ratio includes: If the decision ratio is greater than or equal to the first ratio threshold, then the target acceleration is obtained based on the deceleration, so that the vehicle decelerates based on the target acceleration; If the decision percentage is greater than or equal to the second percentage threshold and less than the first percentage threshold, then the expected acceleration is reduced according to the deceleration and the decision percentage to obtain the target acceleration; If the decision percentage is less than the second percentage threshold, then the target acceleration is obtained based on the expected acceleration; wherein the second percentage threshold is less than the first percentage threshold.

4. The vehicle adaptive cruise control method according to claim 2, characterized in that, The step of obtaining the corresponding decision proportion based on the deceleration includes: Based on the magnitude of the deceleration, a corresponding deceleration range is determined; there are multiple deceleration ranges. Based on the corresponding deceleration range, the corresponding decision proportion is obtained; Different deceleration ranges correspond to different decision ratios, and the decision ratios are positively correlated with the absolute value of the lower limit of the deceleration range.

5. The vehicle adaptive cruise control method according to claim 2, characterized in that, The target vehicles include large vehicles and small vehicles; The step of obtaining the corresponding decision proportion based on the deceleration includes: If the target vehicle is a large vehicle, then the corresponding first proportion is obtained based on the deceleration; If the target vehicle is a small vehicle, then the corresponding second proportion is obtained based on the deceleration; Among them, under the same deceleration, the first proportion corresponding to large vehicles is greater than the second proportion corresponding to small vehicles.

6. The vehicle adaptive cruise control method according to any one of claims 1 to 5, characterized in that, Before obtaining the adaptive cruise control strategy for the vehicle based on the deceleration and the vehicle's desired acceleration, the method further includes: The vehicle acquires the preceding vehicle's driving data, driver input data, and additional speed limit values; the additional speed limit values ​​include the maximum speed limit value of the road where the vehicle is currently located. The desired acceleration of the vehicle is obtained based on the preceding vehicle's driving data, the driver's input data, and the additional speed limit value.

7. The vehicle adaptive cruise control method according to any one of claims 1 to 5, characterized in that, The vehicle is equipped with multiple sensors; Determining whether there is a target vehicle in the adjacent lane of the vehicle includes: Acquire vehicle data and confidence levels in adjacent lanes of the vehicle from the outputs of the multiple sensors; The weight of the corresponding vehicle data is obtained based on the confidence level of the vehicle data output by each sensor; the weight of the vehicle data is positively correlated with the corresponding confidence level. Based on the vehicle data output by each sensor and the corresponding weight, it is determined whether there is a target vehicle in the adjacent lane of the vehicle.

8. The vehicle adaptive cruise control method according to any one of claims 1 to 5, characterized in that, The method further includes: If there is no target vehicle in the adjacent lane, or if there is a target vehicle in the adjacent lane and the target vehicle is accelerating, then the vehicle is controlled based on the desired acceleration.

9. A vehicle adaptive cruise control device, characterized in that, include: The detection module is used to determine whether there is a target vehicle in the adjacent lane of the vehicle when a preset type of intersection is detected in front of the vehicle after the adaptive cruise function is activated. The acquisition module is used to acquire the deceleration of the target vehicle when there is a target vehicle in the adjacent lane; The module is used to obtain the adaptive cruise control strategy of the vehicle based on the deceleration and the vehicle's desired acceleration. A control module is used to control the vehicle based on the adaptive cruise control strategy.

10. A vehicle comprising a memory and a controller, the memory storing a computer program executable on the controller, characterized in that, When the controller executes the computer program, it implements the vehicle adaptive cruise control method as described in any one of claims 1 to 8.

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