An adaptive cruise control method for different load vehicles and a vehicle control device

Abstract

The application provides a kind of adaptive cruise control method of different load vehicles and vehicle control device, it is related to vehicle control technical field, wherein, the method comprises: according to the vehicle information around the current vehicle that sensing module collected on current vehicle, obtain the relative distance between current vehicle and following vehicle, and the speed of following vehicle;According to the relative distance, the speed of following vehicle and the current load state of current vehicle, using preset sliding mode control algorithm, generate the desired acceleration of current vehicle following cruise;According to the current load state of current vehicle, using preset speed cruise control algorithm, generate the desired acceleration of current vehicle constant speed cruise;According to the desired acceleration of following cruise and constant speed cruise, generate the target cruise acceleration of current vehicle;According to target cruise acceleration, control current vehicle.The application guarantees the safety in the process of following, improves the driving comfort of cruise control under different loads.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to an adaptive cruise control method and vehicle control equipment for vehicles with different load capacities. Background Technology

[0002] With the continuous advancement of intelligent driving technology, adaptive cruise control, as a core technology of intelligent driving, has been widely applied in the passenger vehicle sector. This system uses sensors such as radar and cameras to perceive the road conditions ahead in real time, automatically adjusting the vehicle speed to maintain a safe following distance and approaching the driver's set target value as closely as possible. This effectively reduces the driver's workload and comprehensively improves driving safety and passenger comfort.

[0003] Currently, most adaptive cruise control methods are based on classical control theory, optimal control, or modern nonlinear control strategies. Model predictive control, however, employs this approach. By fusing information from multiple sensors to construct a comprehensive optimization objective, it considers fuel economy, safety, and comfort to achieve dynamic and coordinated control.

[0004] However, commercial vehicles operate under complex conditions, and changes in load significantly affect their dynamic characteristics. Model-predictive control methods, which rely on precise system modeling, are ill-suited to the complex characteristics of commercial vehicles, such as strong nonlinearity and time-varying parameters. Load fluctuations directly alter vehicle acceleration and braking performance, and fixed-parameter controllers are prone to acceleration response deviations, causing acceleration and deceleration jerks and affecting vehicle ride comfort and stability. Summary of the Invention

[0005] The purpose of this application is to address the shortcomings of the prior art by providing an adaptive cruise control method and vehicle control device for vehicles with different loads, ensuring safety during following while improving driving comfort under different loads.

[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, one embodiment of this application provides an adaptive cruise control method for vehicles with different load capacities, the method comprising: Based on the vehicle information around the vehicle collected by the current vehicle's sensing module, the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, are obtained. Based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, a preset sliding mode control algorithm is used to generate the expected acceleration of the current vehicle for following cruise. Based on the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control of the vehicle. The target cruise acceleration of the current vehicle is generated based on the expected acceleration of the following cruise and the expected acceleration of the constant speed cruise. The current vehicle is controlled based on the target cruise acceleration.

[0007] Optionally, the step of generating the desired acceleration for following the vehicle using a preset sliding mode control algorithm based on the relative distance, the speed of the following vehicle, and the current load state of the current vehicle includes: The vehicle spacing error is determined based on the relative distance and the preset expected safety distance; The relative speed error between the vehicles is calculated based on the speed of the following vehicle and the speed of the current vehicle. Based on the vehicle spacing error, the relative speed error between vehicles, and the adaptive sliding mode convergence coefficient, a preset sliding mode surface function is used to determine the sliding mode surface; Based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state, the approach rate function of the sliding surface is constructed. Based on the approach rate function and the preset sliding surface function, a sliding control rate function is determined where the unknown variable is the desired acceleration variable of the current vehicle; The desired acceleration of the current vehicle is calculated using the sliding mode control function and used as the desired acceleration for following cruise.

[0008] Optionally, the first set of calibration control parameters includes: a first rate of convergence control parameter and a second rate of convergence control parameter; the step of constructing the rate of convergence function of the sliding surface based on the preset sliding surface variable in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state includes: Based on the first approach rate control parameter and the preset sliding surface variable, a first function term is constructed; Based on the second approach rate control parameter, the preset sliding surface variable, and the hyperbolic tangent function, a second function term is constructed; Based on the first function term and the second function term, construct the approach rate function of the sliding surface, where the unknown variable is the approach rate variable.

[0009] Optionally, the step of determining the sliding control law function, which determines the unknown variable as the desired acceleration variable of the current vehicle based on the approach rate function and the preset sliding surface function, includes: The derivative of the preset sliding surface function is obtained by taking the derivative function; the derivative function is a function expression composed of the adaptive sliding convergence coefficient, the preset workshop relative velocity error variable, and the preset acceleration error variable. Substitute the speed difference between the following vehicle's speed and the current vehicle's speed into the preset relative speed error variable, and substitute the speed difference between the following vehicle's acceleration and the current vehicle's expected acceleration into the preset acceleration error variable to obtain the transformation function of the differentiated function. The approach rate function is transformed again according to the transformation function to obtain the sliding mode control rate function with the unknown variable being the expected acceleration variable of the current vehicle.

[0010] Optionally, the step of using the sliding mode control function to calculate the desired acceleration of the current vehicle as the desired acceleration for following cruise includes: The sliding surface, the acceleration of the following vehicle, the speed difference between the following vehicle and the current vehicle, and the adaptive sliding convergence coefficient are all substituted into the corresponding variables in the sliding control function to calculate the desired acceleration for following cruise.

[0011] Optionally, the step of generating the desired cruise acceleration for the current vehicle based on its current load status using a preset cruise control algorithm includes: Based on the current vehicle's set desired cruise speed and the current vehicle's own speed, the cruise speed deviation of the current vehicle is obtained. Based on the cruise speed deviation and the current load status of the vehicle, the preset cruise control algorithm is used to generate the desired cruise acceleration.

[0012] Optionally, the step of generating the desired acceleration for cruise control using the preset cruise control algorithm based on the cruise speed deviation and the current load status of the vehicle includes: Obtain the second set of calibration control parameters corresponding to the current load state. The second set of calibration control parameters includes: proportional calibration parameters and integral calibration parameters. If the absolute value of the cruise speed deviation is greater than a preset error threshold, then a preset proportional control algorithm is determined as the preset cruise control algorithm. Based on the cruise speed deviation, determine the proportional control parameters; Based on the proportional control parameters, the proportional calibration parameters, and the cruise speed deviation, the desired acceleration for cruise is calculated using the preset proportional control algorithm.

[0013] Optionally, the step of generating the desired acceleration for cruise control using the preset cruise control algorithm based on the cruise speed deviation and the current load status of the vehicle further includes: If the absolute value of the cruise speed deviation is less than or equal to a preset error threshold, then a preset proportional control algorithm and a preset integral control algorithm are determined as the preset cruise control algorithm. Based on the cruise speed deviation, determine the proportional control parameters; Based on the proportional control parameters, the proportional calibration parameters, and the constant speed cruise speed deviation, the first constant speed cruise acceleration is calculated using the preset proportional control algorithm. The second constant speed cruise acceleration is calculated using the preset integral control algorithm based on the preset integral control parameters, the proportional calibration parameters, and the constant speed cruise speed deviation. The desired cruise acceleration is determined based on the sum of the first cruise acceleration and the second cruise acceleration.

[0014] Optionally, controlling the current vehicle based on the target cruise acceleration includes: If the target cruise acceleration is less than the lower limit acceleration threshold of the current vehicle's idle coasting acceleration range, a braking request is sent to the actuator to perform braking control on the current vehicle. If the target cruise acceleration is greater than the upper limit acceleration threshold of the idle coasting acceleration region, a torque request is sent to the actuator based on the target cruise acceleration to drive the current vehicle.

[0015] Secondly, another embodiment of this application provides an adaptive cruise control device for vehicles with different load capacities, the device comprising: The acquisition module is used to acquire the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, based on the vehicle information around the vehicle collected by the current vehicle's perception module. The first generation module is used to generate the desired acceleration of the current vehicle for following cruise based on the relative distance, the speed of the following vehicle, and the current load state of the current vehicle, using a preset sliding mode control algorithm. The second generation module is used to generate the desired acceleration for cruise control of the current vehicle based on the current load status of the current vehicle and using a preset cruise control algorithm. The third generation module is used to generate the target cruise acceleration of the current vehicle based on the expected acceleration of the following cruise and the expected acceleration of the constant speed cruise. The control module is used to control the current vehicle based on the target cruise acceleration.

[0016] Thirdly, another embodiment of this application provides a vehicle control device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the vehicle control is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the adaptive cruise control method for different load vehicles as described in any of the first aspects above.

[0017] Fourthly, another embodiment of this application provides a storage medium storing a computer program, which, when executed by a processor, performs the steps of the adaptive cruise control method for different load-bearing vehicles as described in any of the first aspects above.

[0018] Fifthly, another embodiment of this application provides a vehicle, the vehicle including at least: a vehicle body and the vehicle control device described in the third aspect, the vehicle control device being configured to perform the steps of the adaptive cruise control method for different load vehicles as described in any of the first aspects above.

[0019] The beneficial effects of this application are: This application provides an adaptive cruise control method and vehicle control device for vehicles with different load capacities. Based on vehicle information collected by the sensing module on the current vehicle, the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, are obtained. Based on the relative distance, the speed of the following vehicle, and the current load state of the current vehicle, a preset sliding mode control algorithm is used to generate the desired acceleration for following cruise. Based on the current load state of the current vehicle, a preset set-speed cruise control algorithm is used to generate the desired acceleration for constant-speed cruise. Based on the desired acceleration for following cruise and the desired acceleration for constant-speed cruise, the target cruise acceleration for the current vehicle is generated. The current vehicle is then controlled based on the target cruise acceleration. This invention integrates sensor information with the vehicle's current load status and uses a preset sliding mode control algorithm to generate the desired acceleration for following cruise. This effectively addresses the system uncertainties caused by changes in the load of commercial vehicles, significantly improving the robustness and dynamic response performance of the control system. Simultaneously, the cruise control algorithm also adaptively adjusts according to the load status, avoiding slow response issues under different loads. By comprehensively comparing the desired accelerations in both following and cruise control modes as the target cruise acceleration, it ensures safety during following and prevents the vehicle from speeding during cruise, achieving coordinated optimization of driving comfort and driving safety under different loads. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 2 A schematic diagram illustrating the process of determining the desired acceleration for following the vehicle in an adaptive cruise control method for vehicles with different load capacities, provided in an embodiment of this application. Figure 3 A flowchart illustrating the determination of the approach rate function in an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 4 A flowchart illustrating the determination of the sliding mode control law function in an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 5 A schematic diagram illustrating the process of obtaining the desired acceleration for constant speed cruise in an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 6 A flowchart illustrating the process of obtaining the desired acceleration for constant speed cruise in another adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 7 A flowchart illustrating the process of obtaining the desired acceleration for constant speed cruise in another adaptive cruise control method for vehicles with different load capacities provided in this application embodiment; Figure 8 A schematic diagram of the structure of an adaptive cruise control device for vehicles with different load capacities provided in this application embodiment; Figure 9 This is a schematic diagram of a vehicle control device provided in an embodiment of this application; Figure 10 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0023] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0024] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.

[0025] Currently, adaptive cruise control in vehicles primarily relies on sensors such as cameras and radar to monitor road conditions and distances in real time. Based on preset speed and following distance, it can automatically accelerate or decelerate to maintain relative speed and a desired safe distance, thus improving driving comfort and safety. However, because commercial vehicles are much heavier than passenger cars and their loads are variable, existing control methods are inaccurate for cruise control of commercial vehicles, thereby reducing safety during vehicle control.

[0026] Therefore, this application provides an adaptive cruise control method for vehicles with different load capacities. Based on the relative distance between the current vehicle and the following vehicle, the speed of the following vehicle, and the current load status of the current vehicle, the desired acceleration for following cruise is determined. Based on the current load status of the vehicle, the desired acceleration for constant speed cruise is generated. Thus, the target cruise acceleration of the vehicle is determined based on the desired acceleration for following cruise and constant speed cruise. The vehicles in this application are commercial vehicles. Since commercial vehicles are used in convoys, the target cruise acceleration of the vehicles in this application needs to be determined based on the desired acceleration for following cruise and constant speed cruise, which can ensure that the vehicle maintains a desired distance from the following vehicle while maintaining constant speed cruise. Determining the target acceleration for commercial vehicles with different load capacities in this application makes the cruise control of commercial vehicles more accurate, reduces acceleration and deceleration jerks during driving, and improves the smoothness and stability of the vehicle.

[0027] To clearly describe the adaptive cruise control method for vehicles with different load capacities provided in this application, the method will be explained below with reference to several accompanying drawings. Figure 1 A flowchart illustrating an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment is shown below. Figure 1 As shown, the method includes: Step 101: Based on the vehicle information around the vehicle collected by the current vehicle's perception module, obtain the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle.

[0028] The perception module consists of radar and cameras. The camera acquires images of the vehicle's surroundings, while the radar provides information on the vehicle's speed, surrounding vehicles, and their relative distances. The following vehicle is the vehicle directly in front of the current vehicle.

[0029] Optionally, the vehicle directly in front of the current vehicle can be identified as the following vehicle based on the image around the current vehicle, and the relative distance between the current vehicle and the following vehicle and the speed of the following vehicle can be obtained.

[0030] Step 102: Based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, a preset sliding mode control algorithm is used to generate the expected acceleration for the current vehicle's following cruise.

[0031] The current load status of the vehicle includes: empty, half-loaded, and fully loaded. The preset sliding mode control algorithm is a non-linear control strategy used to dynamically adjust the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, moving along a preset sliding surface to achieve a rapid response and obtain the desired acceleration for following cruise. The desired acceleration for following cruise is the acceleration value determined by the current vehicle based on the relative distance, the current load status, and the speed, ensuring a safe distance from the vehicle in front is maintained based on the current acceleration.

[0032] Optionally, a preset sliding mode control algorithm is used to control the vehicle based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, thereby generating the desired acceleration for the current vehicle's following cruise.

[0033] Step 103: Based on the current load status of the vehicle, use a preset cruise control algorithm to generate the desired acceleration for cruise control of the current vehicle.

[0034] The cruise control algorithm maintains the driver's set speed when there is no vehicle ahead or the distance to the vehicle ahead is too far. The cruise control target acceleration is the acceleration required to bring the vehicle to and stabilize at the driver's set speed based on the vehicle's current load condition.

[0035] Optionally, based on the current load status of the vehicle, a preset cruise control algorithm is used to determine the desired cruise acceleration corresponding to the driver's set speed.

[0036] Step 104: Generate the target cruise acceleration for the current vehicle based on the desired acceleration for following cruise and the desired acceleration for constant speed cruise.

[0037] Optionally, the smaller of the expected acceleration for following cruise and the expected acceleration for constant speed cruise can be used as the target cruise acceleration for the current vehicle. Alternatively, a weighted sum of the expected acceleration for following cruise and the expected acceleration for constant speed cruise can be used as the target cruise acceleration for the current vehicle. Alternatively, the expected acceleration for following cruise and the expected acceleration for constant speed cruise can be determined based on the state of the vehicle in front, and used as the target cruise acceleration for the current vehicle. For example, if a stable following vehicle is maintained, the expected acceleration for following cruise is used as the target cruise acceleration; if the speed of the following vehicle suddenly decreases, a smooth transition from constant speed cruise acceleration to following cruise acceleration is used; if the following vehicle accelerates away, a smooth transition from following cruise acceleration to constant speed cruise acceleration is used, etc. This application does not impose limitations on these methods.

[0038] Step 105: Control the current vehicle based on the target cruise acceleration.

[0039] Controlling the current vehicle includes controlling its acceleration, braking, or holding.

[0040] Optionally, based on the target cruise acceleration, the magnitude of the acceleration corresponding to the current vehicle speed and the target cruise acceleration are determined. If the acceleration corresponding to the current vehicle speed is the same as the target cruise acceleration, the current vehicle is controlled to maintain its current state; if the acceleration corresponding to the current vehicle speed is greater than the target cruise acceleration, the current vehicle is controlled to brake; if the acceleration corresponding to the current vehicle speed is less than the target cruise acceleration, the current vehicle is controlled to accelerate.

[0041] In this embodiment, based on the vehicle information around the current vehicle collected by the perception module on the current vehicle, the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, are obtained. Based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, a preset sliding mode control algorithm is used to generate the expected acceleration for following cruise of the current vehicle. Based on the current load status of the current vehicle, a preset set-speed cruise control algorithm is used to generate the expected acceleration for constant speed cruise of the current vehicle. Based on the expected acceleration for following cruise and the expected acceleration for constant speed cruise, the target cruise acceleration of the current vehicle is generated. The current vehicle is controlled based on the target cruise acceleration. This invention integrates sensor information with the vehicle's current load status and uses a preset sliding mode control algorithm to generate the desired acceleration for following cruise. This effectively addresses the system uncertainties caused by changes in the load of commercial vehicles, significantly improving the robustness and dynamic response performance of the control system. Simultaneously, the cruise control algorithm also adaptively adjusts according to the load status, avoiding slow response issues under different loads. By comprehensively comparing the desired accelerations in both following and cruise control modes as the target cruise acceleration, it ensures safety during following and prevents the vehicle from speeding during cruise, achieving coordinated optimization of driving comfort and driving safety under different loads.

[0042] Based on the above embodiments, this application also provides a process for determining the desired acceleration for following cruise in an adaptive cruise control method for vehicles with different load capacities. Figure 2 This is a flowchart illustrating the process of determining the desired acceleration for following a vehicle in an adaptive cruise control method for vehicles with different load capacities, as provided in an embodiment of this application. Figure 2 As shown, in step 102 above, based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, a preset sliding mode control algorithm is used to generate the desired acceleration for the current vehicle's following cruise, including: Step 201: Determine the vehicle spacing error based on the relative distance and the preset expected safe distance.

[0043] The relative distance is the actual physical distance between the current vehicle and the following vehicles, while the preset expected safety distance is the safe distance for the current vehicle under its current load condition, used to ensure braking safety. The preset expected safety distance is related to the vehicle's load and changes according to the vehicle's load.

[0044] Optionally, based on relative distance Preset expected safe distance Through the preset distance error calculation formula The vehicle spacing error was determined to be... .

[0045] Step 202: Calculate the relative speed error between the vehicles based on the speed of the following vehicles and the speed of the current vehicle.

[0046] Optionally, based on the speed of the following vehicle. and the current vehicle speed Through the preset speed error calculation formula The relative speed error of the workshop was determined to be... .

[0047] Step 203: Based on the vehicle spacing error, the relative speed error between vehicles, and the adaptive sliding mode convergence coefficient, determine the sliding mode surface using a preset sliding mode surface function.

[0048] The adaptive sliding mode convergence coefficient is used to determine the convergence speed of the sliding surface. The sliding surface is used to control the convergence of the vehicle spacing error and the relative speed error between vehicles to zero, ensuring that the current vehicle can maintain the desired safe distance while accelerating and decelerating with the vehicle in front. The adaptive sliding mode convergence coefficient is a constant greater than zero, and specifically, it can be determined based on the vehicle's fixed parameters.

[0049] Optionally, based on the vehicle spacing error Relative speed error between workshops and adaptive sliding mode convergence coefficient The sliding surface is determined by using a preset sliding surface function. .

[0050] Step 204: Construct the approach rate function of the sliding surface based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state.

[0051] The preset sliding surface variable in the preset sliding surface function is the one described above. , The unknowns are determined based on the preset sliding surface function and its corresponding parameters. Different load conditions correspond to different calibration control parameters, which are the gain parameters in the rate of approach function, affecting the convergence speed and smoothness of the sliding mode control. =0 dynamic rule.

[0052] Optionally, a rate of approach function for the sliding surface is constructed based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state. Based on this rate of approach function, the sliding surface approaches 0.

[0053] Step 205: Based on the approach rate function and the preset sliding surface function, determine the sliding control rate function for the unknown variable, which is the expected acceleration variable of the current vehicle.

[0054] Optionally, a sliding mode control function is constructed based on the approach rate function and the preset sliding surface function, and the expected acceleration variable of the current vehicle is used as an unknown variable in the sliding mode control function.

[0055] Step 206: Use the sliding mode control law function to calculate the desired acceleration of the current vehicle as the desired acceleration for following cruise.

[0056] Optionally, a sliding mode control function is used to calculate the desired acceleration of the current vehicle as the desired acceleration for following cruise, based on the relative distance and the speed of the following vehicle.

[0057] In this application, an adaptive sliding surface based on vehicle spacing error and relative speed error is constructed, and a convergence rate function is designed in combination with load-related calibration parameters, thereby achieving strong robustness, fast convergence and good comfort for commercial vehicle following control under different load conditions.

[0058] Based on the above embodiments, the first set of calibration control parameters includes: a first rate of approach control parameter and a second rate of approach control parameter. This application also provides a flowchart for determining the rate of approach function in an adaptive cruise control method for vehicles with different load capacities. Figure 3 This is a flowchart illustrating the determination of the approach rate function in an adaptive cruise control method for vehicles with different load capacities provided in this application embodiment. Figure 3 As shown, in step 204 above, based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state, a reaching rate function for the sliding surface is constructed, including: Step 301: Construct the first function term based on the first approach rate control parameter and the preset sliding surface variable.

[0059] Among them, the first approach rate control parameter is the approach rate control parameter under the current load state of the current vehicle. Under the load state including empty, half-loaded and fully loaded, there are also three corresponding first approach rate control parameters, namely the first approach rate control parameter under the empty state, the first approach rate control parameter under the half-loaded state and the first approach rate control parameter under the fully loaded state.

[0060] Optionally, according to the first approaching rate control parameter , and the preset sliding mode surface variable , construct the first function term .

[0061] Step 302: According to the second approaching rate control parameter, the preset sliding mode surface variable, and the hyperbolic tangent function, construct the second function term.

[0062] Among them, the second approaching rate control parameter is the approaching rate control parameter under the current load state of the current vehicle. When the load state includes no load, half load, and full load, there are also three corresponding second approaching rate control parameters, namely the second approaching rate control parameter in the no-load state, the second approaching rate control parameter in the half-load state, and the second approaching rate control parameter in the full-load state.

[0063] Optionally, according to the second approaching rate control parameter , the preset sliding mode surface variable , and the hyperbolic tangent function, construct the second function term . Among them, and are constants, , .

[0064] Step 303: According to the first function term and the second function term, construct an approaching rate function of the sliding mode surface with the sliding mode approaching rate variable as the unknown variable.

[0065] Optionally, according to the first function term , the second function term , construct an approaching rate function of the sliding mode surface with the sliding mode approaching rate variable as the unknown variable .

[0066] Optionally, during the vehicle following cruise, when the relative distance is large, the sliding mode surface s is far from the sliding mode surface s = 0, that is, s>1. At this time, the convergence speed of the sliding mode surface is mainly dominated by the first term .

[0067] Optionally, when the relative distance is small, that is, when the system is close to the steady state, at this time the sliding mode surface s is near the sliding mode surface s = 0, that is, 0<s<1. At this time, the convergence speed of the sliding mode surface is mainly dominated by the second term . The approaching rate function considers the global fast convergence of the sliding mode surface, and the approaching rate function contains the hyperbolic tangent function, which can make the control rate smoother and improve the chattering problem of the sliding mode control.

[0068] In this embodiment, a composite approach rate function containing a first function term and a second function term is constructed. The first function term achieves global fast convergence based on the first approach rate control parameter and the sliding surface variable. The second function term introduces the hyperbolic tangent function and the second approach rate control parameter to enhance the local fine adjustment capability, effectively taking into account the different control requirements of the system when it is far from and close to the sliding surface. This improves the dynamic response speed and stability of the commercial vehicle adaptive cruise control system under different load conditions. The smooth transition characteristics of the hyperbolic tangent function suppress the high-frequency chattering problem caused by the sign function in traditional sliding mode control, and improve the continuity of acceleration output and ride comfort.

[0069] Based on the above embodiments, this application also provides a process for determining the sliding mode control law function in an adaptive cruise control method for vehicles with different load capacities. Figure 4 This is a flowchart illustrating the determination of the sliding mode control law function in an adaptive cruise control method for vehicles with different load capacities, as provided in an embodiment of this application. Figure 4 As shown, in step 205 above, the sliding control law function, which determines the unknown variable as the desired acceleration variable of the current vehicle, is determined based on the approach rate function and the preset sliding surface function. This includes: Step 401: Differentiate the preset sliding surface function to obtain the differentiated function.

[0070] The differentiated function is a functional expression composed of the adaptive sliding mode convergence coefficient, the preset workshop relative velocity error variable, and the preset acceleration error variable.

[0071] Optionally, the derivative of the preset sliding surface function can be calculated. The derivative of the function is obtained. .in, For the rate of convergence function, The adaptive sliding mode convergence coefficient is set to the preset acceleration error variable as follows: The preset relative speed error variable of the workshop is .

[0072] Step 402: Substitute the speed difference between the following vehicle's speed and the current vehicle's speed into the preset relative speed error variable, and substitute the speed difference between the following vehicle's acceleration and the current vehicle's expected acceleration into the preset acceleration error variable to obtain the transformation function of the differentiated function.

[0073] Optionally, based on the speed of the following vehicle. and the current vehicle speed The velocity error variable is obtained. Based on the acceleration of the following vehicle. And the current vehicle's own acceleration The acceleration error variable is obtained. The transformation function of the differentiated function is obtained. .

[0074] Step 403: Transform the approach rate function again according to the transformation function to obtain the sliding mode control rate function with the unknown variable being the expected acceleration variable of the current vehicle.

[0075] Optionally, since the reciprocal of the preset sliding surface function corresponding to the derivative of the preset sliding surface function is the reaching rate function, then according to the transformation function... With the rate of approach function Transformation function Substituting into the rate of convergence function, we can determine... By continuing to change, we obtain the sliding mode control law function with the unknown variable being the desired acceleration variable of the current vehicle. The expected acceleration variable of the vehicle and the acceleration of the car in front and the speed difference between the two vehicles Proportional to the acceleration of the vehicle in front Or the speed difference between the two vehicles When the value is large, the expected acceleration variable of the vehicle The acceleration will also be greater, and the car will follow the car in front to accelerate; the acceleration of the car in front will be greater. Reduce or reduce the speed difference between the two vehicles When the value is small, the expected acceleration variable of the vehicle This will also decrease, and the vehicle will be in a state of deceleration.

[0076] Optionally, the stability of the reaching rate function can be analyzed by combining the sliding mode control law:

[0077] When s < 0 <0, <0, <0; When s>0 <0, <0, <0; If and only if s=0 =0, therefore the rate of convergence function is asymptotically stable, that is, the sliding surface can converge to 0. Under the rate of convergence function, the vehicle can maintain a certain expected safe distance from the vehicle in front while maintaining a relative speed.

[0078] In this embodiment, by differentiating the preset sliding surface function and constructing a dynamic transformation function by combining the vehicle speed difference and acceleration difference, a sliding control law function with the current vehicle's expected acceleration as the unknown variable is derived. This fully considers the influence of the preceding vehicle's motion acceleration and relative dynamic characteristics, significantly improving the response accuracy and stability of the following process, enhancing the system's robustness to uncertainties such as the time-varying mass of commercial vehicles and external disturbances, and solving the technical problem that traditional control methods are prone to lag, overshoot, or chattering under complex working conditions.

[0079] Based on the above embodiments, this application also provides a process for determining the desired acceleration for following cruise in an adaptive cruise control method for vehicles with different load capacities. In step 206 above, a sliding mode control function is used to calculate the desired acceleration of the current vehicle as the desired acceleration for following cruise, including: The sliding surface, the acceleration of the following vehicle, the speed difference between the following vehicle and the current vehicle, and the adaptive sliding mode convergence coefficient are all substituted into the corresponding variables in the sliding mode control function to calculate the desired acceleration for following cruise.

[0080] Optionally, the specific data of the sliding surface calculated above, the acceleration of the following vehicle measured by the sensing module, the speed difference between the following vehicle and the current vehicle, and the adaptive sliding convergence coefficient are used as known variables and substituted into the corresponding variables in the sliding control law function to calculate the expected acceleration for following cruise.

[0081] In this embodiment, the sliding surface, the acceleration of the preceding vehicle, the speed difference between the two vehicles, and the adaptive sliding convergence coefficient are substituted into the sliding control law function as known variables. This comprehensively considers the relative motion state and dynamic change trend between the vehicles, making the calculated following cruise expected acceleration not only respond quickly and track accurately, but also enhances the robustness of the system under different loads and operating conditions, and improves the stability, safety, and ride comfort of the adaptive cruise control of commercial vehicles.

[0082] Based on the above embodiments, this application also provides a process for obtaining the desired acceleration for constant speed cruise in an adaptive cruise control method for vehicles with different load capacities. Figure 5 This is a flowchart illustrating the process of obtaining the desired acceleration for constant speed cruise in an adaptive cruise control method for vehicles with different load capacities, as provided in an embodiment of this application. Figure 5 As shown, in step 103 above, based on the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control of the current vehicle, including: Step 501: Based on the current vehicle's set desired cruise speed and the current vehicle's own speed, obtain the current vehicle's cruise speed deviation.

[0083] The desired cruise speed is set by the driver and is determined based on the current road congestion and speed limits. This embodiment does not impose any restrictions on this.

[0084] Optionally, the desired cruising speed can be set according to the current vehicle settings. and the current vehicle speed Determine the difference between the current vehicle's set desired cruise speed and the current vehicle's own speed. As the current vehicle's cruise speed deviation .

[0085] Step 502: Based on the cruise speed deviation and the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control.

[0086] The current load status of the vehicle includes: empty, half-loaded, and fully loaded. The expected acceleration for cruise control varies depending on the load status and the cruise speed deviation. The preset cruise control algorithm can be a proportional-integral algorithm, a model prediction algorithm, etc., and this application does not limit this approach.

[0087] In this embodiment, the speed deviation between the set cruise speed and the actual speed is obtained in real time, and the control parameters are dynamically adjusted in combination with the current vehicle load status to generate the desired acceleration for cruise control. This ensures the system's rapid response capability when unloaded or lightly loaded, and avoids overshoot, oscillation, or slow response problems caused by large inertia under full-load conditions.

[0088] Based on the above embodiments, this application also provides another process for obtaining the desired acceleration for constant speed cruise control in an adaptive cruise control method for vehicles with different load capacities. Figure 6 A flowchart illustrating the process of obtaining the desired acceleration for constant speed cruise control in another adaptive cruise control method for vehicles with different load capacities provided in this application embodiment is shown below. Figure 6 As shown, in step 502 above, based on the cruise speed deviation and the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired cruise acceleration, including: Step 601: Obtain the second set of calibration control parameters corresponding to the current load state.

[0089] The second set of calibration control parameters includes proportional calibration parameters and integral calibration parameters.

[0090] Optionally, proportional calibration parameters and integral calibration parameters for the current load condition are determined based on the current load condition. The first proportional calibration parameters and first integral calibration parameters correspond to the current unloaded state; the second proportional calibration parameters and second integral calibration parameters correspond to the current half-loaded state; and the third proportional calibration parameters and third integral calibration parameters correspond to the current full-loaded state. Based on the calibration control parameters corresponding to unloaded, half-loaded, and full-loaded states in the current load condition, a calibration table for calibration control parameters under different load conditions is determined. Then, based on the changes in the previous load conditions, a second set of calibration control parameters can be determined.

[0091] Step 602: If the absolute value of the cruise speed deviation is greater than the preset error threshold, then the preset proportional control algorithm is determined as the preset cruise control algorithm.

[0092] The preset error threshold can be 1 km / h.

[0093] Optionally, if the absolute value of the cruise speed deviation If the error exceeds the preset error threshold of 1, then the preset proportional control algorithm is determined as the preset speed cruise control algorithm.

[0094] Step 603: Determine the proportional control parameters based on the cruise speed deviation.

[0095] Optionally, based on the cruise speed deviation Based on the preset proportional control parameter calculation formula, the proportional control parameters are determined. ,in, This refers to the control variable in the proportional control parameters. 0. The base of the natural logarithm is the speed error. When it is large, The larger the value, the faster the vehicle can reach the set desired speed; when the speed error... When smaller, When the value is relatively small, the control output can be reduced, thus avoiding system overshoot.

[0096] Step 604: Calculate the desired acceleration for cruise control using a preset proportional control algorithm based on the proportional control parameters, proportional calibration parameters, and cruise speed deviation.

[0097] Optionally, based on proportional control parameters Proportional calibration parameters and cruise control speed deviation The desired acceleration for constant speed cruise is calculated using a preset proportional control algorithm. .

[0098] In this embodiment, by obtaining the proportional and integral parameters corresponding to the current load state, and dynamically selecting the control strategy based on whether the cruise speed deviation exceeds a preset threshold, an algorithm based on adaptive proportional control is adopted when the deviation is large, thereby improving the dynamic performance and ride comfort of commercial vehicles during cruise start-up or speed switching.

[0099] Based on the above embodiments, this application also provides a process for obtaining the desired acceleration for constant speed cruise in an adaptive cruise control method for vehicles with different load capacities. Figure 7 A flowchart illustrating the process of obtaining the desired acceleration for constant speed cruise in another adaptive cruise control method for vehicles with different load capacities provided in this application embodiment is shown below. Figure 7 As shown, in step 502 above, based on the cruise speed deviation and the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control, which also includes: Step 701: If the absolute value of the cruise speed deviation is less than or equal to the preset error threshold, then the preset proportional control algorithm and the preset integral control algorithm are determined as the preset cruise control algorithm.

[0100] Optionally, if the absolute value of the cruise speed deviation If the error is less than or equal to the preset error threshold of 1, then the preset proportional control algorithm and the preset integral control algorithm are determined as the preset speed cruise control algorithm.

[0101] Step 702: Determine the proportional control parameters based on the cruise speed deviation.

[0102] Optionally, based on the cruise speed deviation Based on the preset proportional control parameter calculation formula, the proportional control parameters are determined. The proportional control parameters are related to the response performance.

[0103] Step 703: Calculate the first cruise acceleration using a preset proportional control algorithm based on the proportional control parameters, proportional calibration parameters, and cruise speed deviation.

[0104] Optionally, based on proportional control parameters Proportional calibration parameters and cruise control speed deviation The first constant speed cruise acceleration is calculated using a preset proportional control algorithm. .

[0105] Step 704: Calculate the second cruise acceleration using a preset integral control algorithm based on the preset integral control parameters, proportional calibration parameters, and cruise speed deviation.

[0106] The preset integral control parameters can be determined experimentally. These parameters are used to eliminate steady-state error, ensuring a fast response while avoiding overshoot.

[0107] Optionally, based on preset integral control parameters Scale calibration parameters and cruise control speed deviation The second constant speed cruise acceleration is calculated using a preset integral control algorithm. .

[0108] Step 705: Determine the desired cruise acceleration based on the sum of the first cruise acceleration and the second cruise acceleration.

[0109] Optionally, based on the first cruise acceleration Second cruise acceleration And, determine the desired acceleration for cruise control. .

[0110] In this embodiment, when the cruise speed deviation is small, the proportional and integral coordinated control mode is used. By combining the load-related proportional calibration parameters and integral control parameters, the first and second cruise accelerations are calculated and superimposed for output, which effectively eliminates steady-state error, improves control accuracy, and enhances the control stability and ride comfort of commercial vehicles in the low deviation range under different load conditions. This achieves coordinated optimization of dynamic performance and steady-state accuracy.

[0111] Based on the above embodiments, this application also provides a vehicle control process in an adaptive cruise control method for vehicles with different load capacities. In step 105 above, the current vehicle is controlled according to the target cruise acceleration, including: If the target cruise acceleration is less than the lower limit of the current vehicle's idle coasting acceleration range, a braking request is sent to the actuator to brake the current vehicle.

[0112] The idling coasting acceleration region is a region constructed based on the acceleration corresponding to vehicle idling coasting. Specifically, the vehicle's acceleration at different idling coasting speeds is acquired, and an idle speed-acceleration curve is constructed based on the vehicle's acceleration at different idling coasting speeds. The curve is then shifted up or down by a preset distance to obtain a vehicle idling coasting acceleration region. The preset distance can be determined based on the third mass calibration parameters and the calibration distance. The third mass calibration parameters are determined for different load conditions based on different vehicle load states, thus obtaining a calibration table of the third mass calibration parameters under different load states.

[0113] Optionally, if the target cruise acceleration The acceleration threshold is less than the lower limit of the current vehicle's idle coasting acceleration range. This means that if the vehicle's current acceleration is high, a braking request is sent to the actuator to control the vehicle's braking and reduce its acceleration. This is the acceleration corresponding to the current vehicle speed. This is the third quality calibration parameter. For calibration distance.

[0114] Optionally, before controlling the current vehicle based on the target cruise acceleration, the method further includes controlling the target cruise acceleration based on the current vehicle's load status. Specifically, this involves testing the actual acceleration of the current vehicle under unloaded, half-loaded, and fully loaded conditions. , , The load conditions of the vehicle and the corresponding actual acceleration are fitted to obtain a load-acceleration calibration table under different load conditions. Based on the load-acceleration calibration table and the current load condition of the vehicle, the target cruise acceleration is limited so that the target cruise acceleration is less than the acceleration value corresponding to the current load condition of the vehicle.

[0115] If the target cruise acceleration is greater than the upper limit acceleration threshold of the idle coasting acceleration range, a torque request is sent to the actuator based on the target cruise acceleration to drive the current vehicle.

[0116] Optionally, if the target cruise acceleration The acceleration threshold is greater than the upper limit of the idle coasting acceleration range. Based on the target cruising acceleration, which means the current vehicle's acceleration is relatively low, a torque request is sent to the actuator to drive the vehicle and increase its acceleration.

[0117] Optionally, if the target cruise acceleration less than the upper limit of the idling coasting acceleration range acceleration threshold The acceleration threshold is greater than the lower limit of the current vehicle's idling acceleration range. If the braking request is not sent, then neither a torque request nor a braking request will be sent.

[0118] In this embodiment, the braking or driving demand is dynamically determined by comparing the target cruise acceleration with the upper and lower limits of the current vehicle's idle coasting acceleration range. This effectively utilizes the characteristics of the vehicle's natural coasting deceleration under different loads, avoiding the shaking and discomfort caused by frequent switching of driving modes when approaching the coasting state, and improving the response stability, ride comfort, and energy utilization efficiency of the adaptive cruise system.

[0119] Based on the same inventive concept, this application also provides an adaptive cruise control device for vehicles with different load capacities, corresponding to the adaptive cruise control method for vehicles with different load capacities. Since the principle of the device in this application is similar to the adaptive cruise control method for vehicles with different load capacities described above, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0120] Figure 8 This application provides a schematic diagram of the structure of an adaptive cruise control device for vehicles with different load capacities, as shown in the embodiments of this application. Figure 8 As shown, the device includes: an acquisition module 801, a first generation module 802, a second generation module 803, a third generation module 804, and a control module 805; wherein, the acquisition module 801 is used to acquire the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, based on the vehicle information around the vehicle collected by the current vehicle's perception module. The first generation module 802 is used to generate the desired acceleration of the current vehicle for following cruise based on the relative distance, the speed of the following vehicle and the current load status of the current vehicle, using a preset sliding mode control algorithm. The second generation module 803 is used to generate the desired acceleration for cruise control of the current vehicle based on the current load status of the current vehicle and using a preset cruise control algorithm. The third generation module 804 is used to generate the target cruise acceleration of the current vehicle based on the expected acceleration of following cruise and the expected acceleration of constant speed cruise. The control module 805 is used to control the current vehicle based on the target cruise acceleration.

[0121] In one possible implementation, the second generation module 803 is specifically used to: determine the vehicle spacing error based on the relative distance and the preset expected safety distance; Calculate the relative speed error between the vehicles based on the speed of the following vehicles and the speed of the current vehicle. Based on the vehicle spacing error, the relative speed error between vehicles, and the adaptive sliding mode convergence coefficient, a preset sliding mode surface function is used to determine the sliding mode surface; Based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state, construct the approach rate function of the sliding surface; Based on the approach rate function and the preset sliding surface function, the sliding control rate function is determined as the unknown variable being the desired acceleration variable of the current vehicle; The sliding mode control law function is used to calculate the expected acceleration of the current vehicle as the expected acceleration for following cruise.

[0122] In one possible implementation, the first set of calibration control parameters includes: a first approach rate control parameter and a second approach rate control parameter; In one possible implementation, the second generation module 803 is specifically used to: construct a first function term based on the first approach rate control parameter and the preset sliding surface variable; The second function term is constructed based on the second approach rate control parameter, the preset sliding surface variable, and the hyperbolic tangent function; Based on the first and second function terms, construct the approach rate function of the sliding surface with the unknown variable being the approach rate variable.

[0123] In one possible implementation, the second generation module 803 is specifically used to: differentiate the preset sliding surface function and the sliding control law function that determines the unknown variable as the expected acceleration variable of the current vehicle based on the approach rate function and the preset sliding surface function, to obtain the differentiated function; the differentiated function is a function expression composed of preset convergence coefficient variables, preset relative speed error variables between vehicles, and preset acceleration error variables; Substitute the speed difference between the following vehicle's speed and the current vehicle's speed into the preset relative speed error variable, and substitute the speed difference between the following vehicle's acceleration and the current vehicle's expected acceleration into the preset acceleration error variable to obtain the transformation function of the differentiated function. The approach rate function is transformed again based on the transformation function to obtain the sliding mode control rate function with the unknown variable being the expected acceleration variable of the current vehicle.

[0124] In one possible implementation, the second generation module 803 is specifically used to: substitute the sliding surface, the acceleration of the following vehicle, the speed difference between the following vehicle and the current vehicle, and the adaptive sliding convergence coefficient as known variables into the corresponding variables in the sliding control law function to calculate the desired acceleration for following cruise.

[0125] In one possible implementation, the third generation module 804 is specifically used to: obtain the cruise speed deviation of the current vehicle based on the current vehicle's set desired cruise speed and the current vehicle's own speed. Based on the cruise speed deviation and the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control.

[0126] In one possible implementation, the third generation module 804 is specifically used to: obtain a second set of calibration control parameters corresponding to the current load state, the second set of calibration control parameters including: proportional calibration parameters and integral calibration parameters; If the absolute value of the cruise speed deviation is greater than the preset error threshold, then the preset proportional control algorithm is determined as the preset cruise control algorithm. Determine the proportional control parameters based on the cruise speed deviation; Based on the proportional control parameters, proportional calibration parameters, and cruise speed deviation, the desired acceleration for cruise is calculated using a preset proportional control algorithm.

[0127] In one possible implementation, the third generation module 804 is further configured to: if the absolute value of the cruise speed deviation is less than or equal to a preset error threshold, determine a preset proportional control algorithm and a preset integral control algorithm as a preset cruise control algorithm. Determine the proportional control parameters based on the cruise speed deviation; Based on the proportional control parameters, proportional calibration parameters, and constant speed cruise speed deviation, the first constant speed cruise acceleration is calculated using a preset proportional control algorithm. Based on the preset integral control parameters, proportional calibration parameters, and constant speed cruise speed deviation, the second constant speed cruise acceleration is calculated using a preset integral control algorithm. The desired acceleration for cruise control is determined based on the sum of the first and second cruise control accelerations.

[0128] In one possible implementation, the control module 805 is specifically used to: if the target cruise acceleration is less than the lower limit acceleration threshold of the current vehicle's idle coasting acceleration range, send a braking request to the actuator to perform braking control on the current vehicle. If the target cruise acceleration is greater than the upper limit acceleration threshold of the idle coasting acceleration range, a torque request is sent to the actuator based on the target cruise acceleration to drive the current vehicle.

[0129] The processing flow of each module in the device and the interaction flow between each module can be referred to the relevant descriptions in the above method embodiments, and will not be detailed here.

[0130] This application also provides a vehicle control device. Figure 9 This is a schematic diagram of a vehicle control device structure provided in an embodiment of this application, such as... Figure 9 As shown, the vehicle control device 900 includes a processor 901 and a memory 902, and optionally, a bus 903. The memory 902 stores machine-readable instructions executable by the processor 901. When the vehicle control device 900 is running, the processor 901 and the memory 902 communicate via the bus 903. When the machine-readable instructions are executed by the processor 901, the steps of the aforementioned adaptive cruise control method for vehicles with different load capacities are performed.

[0131] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the adaptive cruise control method for vehicles with different load capacities described above.

[0132] This application also provides a vehicle. Figure 10 This application provides a schematic diagram of the structure of a vehicle, as shown in the embodiment of the present application. Figure 10 As shown, the vehicle includes at least: a vehicle body 1001 and a vehicle control device 900.

[0133] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems and devices described above can be referred to the corresponding processes in the method embodiments, and will not be repeated here. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some communication interfaces; the indirect coupling or communication connection of devices or modules can be electrical, mechanical, or other forms.

[0134] 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. If the functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media capable of storing program code.

[0135] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. An adaptive cruise control method for vehicles with different load capacities, characterized in that, The method includes: Based on the vehicle information around the vehicle collected by the current vehicle's sensing module, the relative distance between the current vehicle and the following vehicle, as well as the speed of the following vehicle, are obtained. Based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, a preset sliding mode control algorithm is used to generate the expected acceleration of the current vehicle for following cruise. Based on the current load status of the vehicle, a preset cruise control algorithm is used to generate the desired acceleration for cruise control of the vehicle. The target cruise acceleration of the current vehicle is generated based on the expected acceleration of the following cruise and the expected acceleration of the constant speed cruise. The current vehicle is controlled based on the target cruise acceleration; The step of generating the desired acceleration for following and cruising of the current vehicle based on the relative distance, the speed of the following vehicle, and the current load status of the current vehicle, using a preset sliding mode control algorithm, includes: The vehicle spacing error is determined based on the relative distance and the preset expected safety distance; The relative speed error between the vehicles is calculated based on the speed of the following vehicle and the speed of the current vehicle. Based on the vehicle spacing error, the relative speed error between vehicles, and the adaptive sliding mode convergence coefficient, a preset sliding mode surface function is used to determine the sliding mode surface; Based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state, the approach rate function of the sliding surface is constructed. Based on the approach rate function and the preset sliding surface function, a sliding control rate function is determined where the unknown variable is the desired acceleration variable of the current vehicle; The desired acceleration of the current vehicle is calculated using the sliding mode control function and used as the desired acceleration for following cruise.

2. The method according to claim 1, characterized in that, The first set of calibration control parameters includes: a first rate of convergence control parameter and a second rate of convergence control parameter; the step of constructing the rate of convergence function of the sliding surface based on the preset sliding surface variables in the preset sliding surface function and the first set of calibration control parameters corresponding to the current load state includes: Based on the first approach rate control parameter and the preset sliding surface variable, a first function term is constructed; Based on the second approach rate control parameter, the preset sliding surface variable, and the hyperbolic tangent function, a second function term is constructed; Based on the first function term and the second function term, construct the approach rate function of the sliding surface, where the unknown variable is the approach rate variable.

3. The method according to claim 1, characterized in that, The sliding mode control function, which determines the unknown variable as the desired acceleration variable of the current vehicle based on the approach rate function and the preset sliding surface function, includes: The derivative of the preset sliding surface function is obtained by taking the derivative function; the derivative function is a functional expression composed of the adaptive sliding convergence coefficient, the preset workshop relative velocity error variable, and the preset acceleration error variable. Substitute the speed difference between the following vehicle's speed and the current vehicle's speed into the preset relative speed error variable, and substitute the acceleration difference between the following vehicle's acceleration and the current vehicle's expected acceleration into the preset acceleration error variable to obtain the transformation function of the differentiated function. The approach rate function is transformed again according to the transformation function to obtain the sliding mode control rate function with the unknown variable being the expected acceleration variable of the current vehicle.

4. The method according to claim 3, characterized in that, The step of using the sliding mode control function to calculate the desired acceleration of the current vehicle as the desired acceleration for following cruise includes: The sliding surface, the acceleration of the following vehicle, the speed difference between the following vehicle and the current vehicle, and the adaptive sliding convergence coefficient are all substituted into the corresponding variables in the sliding control function to calculate the desired acceleration for following cruise.

5. The method according to claim 1, characterized in that, The step of generating the desired cruise acceleration for the current vehicle based on its current load status using a preset cruise control algorithm includes: Based on the current vehicle's set desired cruise speed and the current vehicle's own speed, the cruise speed deviation of the current vehicle is obtained. Based on the cruise speed deviation and the current load status of the vehicle, the preset cruise control algorithm is used to generate the desired cruise acceleration.

6. The method according to claim 5, characterized in that, The step of generating the desired acceleration for cruise control based on the cruise speed deviation and the current load status of the vehicle, using the preset cruise control algorithm, includes: Obtain the second set of calibration control parameters corresponding to the current load state. The second set of calibration control parameters includes: proportional calibration parameters and integral calibration parameters. If the absolute value of the cruise speed deviation is greater than a preset error threshold, then a preset proportional control algorithm is determined as the preset cruise control algorithm. Based on the cruise speed deviation, determine the proportional control parameters; Based on the proportional control parameters, the proportional calibration parameters, and the cruise speed deviation, the desired acceleration for cruise is calculated using the preset proportional control algorithm.

7. The method according to claim 6, characterized in that, The step of generating the desired acceleration for cruise control using the preset cruise control algorithm based on the cruise speed deviation and the current load status of the vehicle further includes: If the absolute value of the cruise speed deviation is less than or equal to a preset error threshold, then a preset proportional control algorithm and a preset integral control algorithm are determined as the preset cruise control algorithm. Based on the cruise speed deviation, determine the proportional control parameters; Based on the proportional control parameters, the proportional calibration parameters, and the constant speed cruise speed deviation, the first constant speed cruise acceleration is calculated using the preset proportional control algorithm. The second constant speed cruise acceleration is calculated using the preset integral control algorithm based on the preset integral control parameters, the proportional calibration parameters, and the constant speed cruise speed deviation. The desired cruise acceleration is determined based on the sum of the first cruise acceleration and the second cruise acceleration.

8. The method according to claim 1, characterized in that, The step of controlling the current vehicle based on the target cruise acceleration includes: If the target cruise acceleration is less than the lower limit acceleration threshold of the current vehicle's idle coasting acceleration range, a braking request is sent to the actuator to perform braking control on the current vehicle. If the target cruise acceleration is greater than the upper limit acceleration threshold of the idle coasting acceleration region, a torque request is sent to the actuator based on the target cruise acceleration to drive the current vehicle.

9. A vehicle control device, characterized in that, The vehicle control device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the vehicle control is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the adaptive cruise control method for different load vehicles as described in any of claims 1-8.

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