Vehicle adaptive cruise deceleration control method, electronic device and storage medium

Abstract

The present application relates to a kind of vehicle adaptive cruise deceleration control method, electronic equipment and storage medium, including real-time monitoring motor brake proportion and vehicle original demand deceleration, according to original demand deceleration to determine safety interval, then to motor brake proportion and its change rate are evaluated, when proportion is less than threshold value, then reduce deceleration request and promote motor brake proportion.The present application is optimized ACC top request by the feedback quantity of motor brake proportion, strong universality, and based on vehicle original control signal, greatly reduce the development cost;In addition, by real-time according to actual optimization execution effect continues, automatically fine-tunes vehicle deceleration and motor brake proportion, not only guarantee the accuracy of optimization adjustment, but also can adapt to the difference caused by different vehicle state, road condition, component attenuation and other factors, so that vehicle can be in current use condition continuously tends to the most efficient state of energy recovery.

Description

Technical Field

[0001] This invention relates to a vehicle adaptive cruise deceleration control method, electronic device, and storage medium, and is applicable to the field of adaptive cruise control technology. Background Technology

[0002] Adaptive Cruise Control (ACC) is an intelligent driving assistance system that adds distance control to traditional cruise control. It uses radar sensors, cameras, and an electronic control unit to monitor the vehicle ahead in real time and automatically adjusts the vehicle speed to maintain a safe distance. The deceleration generated during vehicle braking typically comes from two parts: one is deceleration generated by electric motor braking, where the kinetic energy of the wheels drives the motor to reverse, converting kinetic energy into electrical energy for regenerative braking; the other is deceleration generated by hydraulic braking, where hydraulic pressure drives the brake calipers to clamp the brake discs. Current adaptive cruise control systems, when braking, typically prioritize safe following distance when issuing deceleration requests, without fully considering braking energy recovery efficiency. When the brake controller responds to this request, it may prematurely or excessively introduce hydraulic braking due to insufficient electric motor braking capacity, resulting in low energy recovery efficiency and impacting the energy efficiency of new energy vehicles.

[0003] Existing technical solutions limit ACC braking requests by optimizing the motor and battery calculation model. For example, patent CN117429269A identifies the driver's required braking force, motor regenerative braking capacity, actual motor regenerative torque, and vehicle deceleration to achieve closed-loop control based on driver needs through controller strategies while ensuring maximum braking energy recovery efficiency. However, this solution is applicable to braking energy recovery in manual driving mode, requiring driver deceleration as a trigger condition, and is not suitable for intelligent driving conditions. Another example is patent CN120481659A, which controls motor regenerative braking capacity by acquiring the actual battery charging power, thereby achieving motor braking distribution. However, this strategy is only triggered when the driver releases the accelerator or applies the brake, and its ultimate goal is to prevent battery overcharging, failing to address the energy recovery efficiency issue in intelligent driving conditions. Summary of the Invention

[0004] To address the shortcomings of the existing technology, this invention proposes a vehicle adaptive cruise deceleration control method, electronic device, and storage medium.

[0005] The technical solution adopted by this invention is as follows: On the one hand, this invention provides a vehicle adaptive cruise deceleration control method, comprising: S1. Real-time monitoring of the deceleration generated by electric braking in the vehicle and the total deceleration of the vehicle, and real-time calculation of the proportion of electric braking η of the vehicle.e .

[0006] S2. Read the vehicle's original required deceleration a from the vehicle's adaptive cruise control system. req-original And determine the safe deceleration range based on the original required deceleration [a] safe-min a safe-max The formula for calculating the safe deceleration range is: a safe-min =(1-α)×a req-original a safe-max =(1+β)×a req-original Where α and β are both safety boundary adjustment coefficients, and 0.1≤α≤0.3, 0≤β≤0.15.

[0007] S3, adjust the motor braking ratio η e and its rate of change Δη e The deceleration of the vehicle is adjusted in a closed loop by comparing / Δt with a preset threshold and adjusting the step size Δa according to the preset deceleration. When η e <85%, and Δη e When / Δt<-5% / s, then the braking ratio η of the motor is increased. e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.15 m / s. 2 In this state, the vehicle is determined to be in a zone of rapid efficiency deterioration, indicating that the vehicle's energy recovery efficiency is too low and a large step adjustment is required to significantly increase the proportion of electric motor braking. When 85%≤η e <95%, and Δη e When / Δt<0, then by increasing the proportion of motor braking η e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.05 m / s. 2 In this state, the vehicle is determined to be in a low-efficiency but stable zone, indicating that the vehicle's energy recovery efficiency is low and a medium-step adjustment is needed to quickly increase the proportion of electric motor braking. When η e ≥95%, or Δη e When / Δt≥0, then maintain the current motor braking ratio η. eThe vehicle's current deceleration is maintained, and the current control cycle is marked as no adjustment. In this state, the vehicle is determined to be in the high-efficiency zone or the efficiency-increasing zone, indicating that the vehicle's energy recovery efficiency is high and the current state can be maintained without adjustment.

[0008] S4. Execute the vehicle deceleration obtained in step S3, then end the current control cycle and return to step S1 to enter the next control cycle. Specifically, a control cycle is the process from the vehicle control system collecting information in step S1 to executing instructions in step S4. By continuously repeating the closed-loop control of collection-decision-execution, the energy recovery efficiency can be continuously optimized according to the real-time status of the vehicle.

[0009] When the vehicle is in adaptive cruise control mode, the energy recovery efficiency is assessed by continuously monitoring the proportion of electric motor braking in the actual total deceleration. Simultaneously, the upper and lower limits for optimization adjustments are determined by reading the original deceleration demand from the vehicle's adaptive cruise control system. When the proportion of electric motor braking falls below a preset threshold, the original deceleration demand is actively fine-tuned downwards within the limit range. Since the vehicle control logic tends to prioritize or fully utilize electric motor braking to meet deceleration demands, lowering the deceleration reduces the intervention level of hydraulic braking or delays its intervention, thereby improving energy recovery efficiency. This method optimizes the top-level deceleration request of the control system by inversely optimizing the feedback quantity in the vehicle's adaptive cruise control system, rather than optimizing the underlying motor or battery control algorithm. This avoids dependence on motor hardware or battery calculation models, improving the method's versatility and applicability to various vehicle models and system architectures. Furthermore, this method can be integrated and developed on existing autonomous driving control architectures without modifying the underlying architecture, significantly reducing development costs and implementation difficulty.

[0010] Furthermore, in step S1, the proportion of motor braking η e The calculation method is as follows: , Among them, a actual The actual deceleration of the vehicle is directly measured by the onboard inertial measurement unit and transmitted via CAN signal; a regen The deceleration generated by the electric motor braking in the vehicle is calculated by the vehicle controller and transmitted via a CAN signal; a kyd The deceleration generated by hydraulic braking in the vehicle is calculated internally by the Electro-Hydraulic Brake (EHB) system and then transmitted via CAN signal.

[0011] Furthermore, in step S3, the proportion of motor braking η is increased. e The method is to reduce the deceleration a generated by hydraulic braking. kydOr / and increase the deceleration a generated by motor braking regen The proportion of electric braking (η) can be increased by reducing the proportion of hydraulic braking in the total vehicle deceleration. e This improves energy recovery efficiency.

[0012] Furthermore, in step S2, the methods for determining the safety boundary adjustment coefficients α and β are as follows: S2.1. Determine the value range of α and β through actual vehicle calibration: 0.1≤α≤0.3, 0≤β≤0.15. Then, preset the base value of α0 and the base value of β0 respectively. Specifically, the intermediate value can usually be set as the base value, with base value α0=0.2 and base value β0=0.08. S2.2, Based on the proportion of motor braking η e And the base values ​​α0 and β0 are used to dynamically adjust α and β: α=max(0.1,min(0.3,α0+(95%-η e ))) β= max(0,min(0.15,β0+(95%-η e )×0.5)) The baseline value is dynamically adjusted based on the vehicle's current energy recovery performance to gradually optimize energy recovery efficiency. Furthermore, this adjustment has a lower priority than the vehicle's actual braking smoothness feedback and the ACC driver takeover alarm mechanism, thereby avoiding affecting the passenger comfort while ensuring the safety of the vehicle's adaptive cruise control.

[0013] Furthermore, step S3 also includes: when three consecutive control cycles are marked as adjustment, and the proportion of motor braking η in those three control cycles... e If the increase is less than 2%, then the current proportion of electric motor braking η of the vehicle will be maintained. e The control remains unchanged for 10 control cycles. When the motor braking ratio η... e If the improvement is still small after three consecutive cycles of adjustment, it means that the adjustment strategy has failed. In this state, the optimization action is briefly stopped and then restarted to refresh the vehicle status so that optimization can be performed again.

[0014] Furthermore, step S3 also includes: when the original demand decreases by a req-original ≤a safe-min If the current closed-loop optimization adjustment is skipped, the system will directly enter the next control cycle. This state indicates that the vehicle is in an emergency situation with a risk of collision. The system will stop and skip the optimization adjustment of vehicle deceleration and energy recovery efficiency, handing over control of vehicle deceleration to the original vehicle control system or driver intervention to avoid causing a safety accident.

[0015] On the other hand, the present invention also provides an electronic device, comprising: Memory, used to store program instructions; The processor is used to call and execute program instructions in memory to perform the aforementioned vehicle adaptive cruise deceleration control method.

[0016] On the other hand, the present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle adaptive cruise deceleration control method.

[0017] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art: The vehicle adaptive cruise control deceleration control method, electronic device, and storage medium of this invention optimize the top-level request of ACC by inversely optimizing the feedback of the motor braking ratio. This allows the control method to optimize energy recovery efficiency without relying on specific motor or battery models, making it highly versatile and able to cover a wider range of vehicle models and vehicle control system architectures. Furthermore, the feedback of the motor braking ratio and the original required deceleration collected by the method are the original control signals of the vehicle, facilitating integration and development based on the original vehicle control architecture without requiring significant modifications to the original control architecture, thus greatly reducing development costs. In addition, by continuously and automatically fine-tuning the vehicle deceleration and motor braking ratio in real time based on the actual optimization execution effect, it not only ensures the accuracy of the optimization adjustment but also adapts to differences caused by various factors such as different vehicle states, road conditions, and component degradation, enabling the vehicle to continuously approach the most efficient state of energy recovery under current operating conditions. Attached Figure Description

[0018] The following sections will describe some specific embodiments of the invention in a detailed manner, by way of example and not limitation, with reference to the accompanying drawings. The same reference numerals in the drawings denote the same or similar components or parts. Those skilled in the art should understand that these drawings are not necessarily drawn to scale. In the drawings: Figure 1 This is a system architecture diagram of one embodiment of the present invention. Detailed Implementation

[0019] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0021] Reference Appendix Figure 1 On the one hand, this embodiment provides a vehicle adaptive cruise deceleration control method, including: S1. Real-time monitoring of the deceleration generated by electric braking in the vehicle and the total deceleration of the vehicle, and real-time calculation of the proportion of electric braking η of the vehicle. e Motor braking ratio η e The calculation method is as follows: , Among them, a actual The actual deceleration of the vehicle is directly measured by the onboard inertial measurement unit and transmitted via CAN signal; a regen The deceleration generated by the electric motor braking in the vehicle is calculated by the vehicle controller and transmitted via a CAN signal; a kyd The deceleration generated by hydraulic braking in the vehicle is calculated internally by the Electro-Hydraulic Brake (EHB) system and then transmitted via CAN signal.

[0022] S2. Read the vehicle's original required deceleration a from the vehicle's adaptive cruise control system. req-original And determine the safe deceleration range based on the original required deceleration [a] safe-min a safe-max The formula for calculating the safe deceleration range is: a safe-min =(1-α)×a req-original a safe-max =(1+β)×a req-original Where α and β are both safety boundary adjustment coefficients, and the specific method for determining them is as follows: S2.1. Determine the value ranges of α and β through actual vehicle calibration: 0.1≤α≤0.3, 0≤β≤0.15. Then, preset the base value α0 for α and the base value β0 for β. Specifically, the intermediate value can usually be set as the base value, with base value α0=0.2 and base value β0=0.08. S2.2, Based on the proportion of motor braking η e And the base values ​​α0 and β0 are used to dynamically adjust α and β: α=max(0.1,min(0.3,α0+(95%-η e ))) β= max(0,min(0.15,β0+(95%-η e (×0.5)); The baseline value is dynamically adjusted based on the vehicle's current energy recovery performance to gradually optimize energy recovery efficiency. Furthermore, this adjustment has a lower priority than the vehicle's actual braking smoothness feedback and the ACC driver takeover alarm mechanism, thereby avoiding affecting the passenger comfort while ensuring the safety of the vehicle's adaptive cruise control.

[0023] S3, adjust the motor braking ratio η e and its rate of change Δη e The deceleration of the vehicle is adjusted in a closed loop by comparing / Δt with a preset threshold and adjusting the step size Δa according to the preset deceleration. When η e <85%, and Δη e When / Δt<-5% / s, then the braking ratio η of the motor is increased. e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.15 m / s. 2 In this state, the vehicle is determined to be in a zone of rapid efficiency deterioration, indicating that the vehicle's energy recovery efficiency is too low and a large step adjustment is required to significantly increase the proportion of electric motor braking. When 85%≤η e <95%, and Δη e When / Δt<0, then by increasing the proportion of motor braking η e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.05 m / s. 2 In this state, the vehicle is determined to be in a low-efficiency but stable zone, indicating that the vehicle's energy recovery efficiency is low and a medium-step adjustment is needed to quickly increase the proportion of electric motor braking. When η e ≥95%, or Δη e When / Δt≥0, then maintain the current motor braking ratio η. e The vehicle's current deceleration is maintained, and the current control cycle is marked as no adjustment. In this state, the vehicle is determined to be in the high-efficiency zone or the efficiency-increasing zone, indicating that the vehicle's energy recovery efficiency is high and the current state can be maintained without adjustment. When three consecutive control cycles are marked as adjustment, and the proportion of motor braking in those three control cycles is η e If the increase is less than 2%, then the current proportion of electric motor braking η of the vehicle will be maintained. e The control remains unchanged for 10 control cycles; when the motor braking ratio η eIf the improvement is still small after three consecutive cycles of adjustment, it means that the adjustment strategy has failed. In this state, the optimization action is briefly stopped and then restarted to refresh the vehicle status so that optimization can be performed again. When the original demand decreases by a req-original ≤a safe-min If the vehicle is in an emergency situation with a risk of collision, the current closed-loop optimization adjustment will be skipped and the next control cycle will be entered directly. This state indicates that the vehicle is in an emergency situation with a risk of collision. The optimization adjustment of vehicle deceleration and energy recovery efficiency will be stopped and skipped. The control of vehicle deceleration will be handed over to the original vehicle control system or manual intervention by the driver to avoid causing a safety accident.

[0024] S4. Execute the vehicle deceleration obtained in step S3, then end the current control cycle and return to step S1 to enter the next control cycle. Specifically, a control cycle is the process from the vehicle control system collecting information in step S1 to executing instructions in step S4. By continuously repeating the closed-loop control of collection-decision-execution, the energy recovery efficiency can be continuously optimized according to the real-time status of the vehicle.

[0025] When the vehicle is in adaptive cruise control mode, the energy recovery efficiency is assessed by continuously monitoring the proportion of electric motor braking in the actual total deceleration. Simultaneously, the upper and lower limits for optimization adjustments are determined by reading the original deceleration demand from the vehicle's adaptive cruise control system. When the proportion of electric motor braking falls below a preset threshold, the original deceleration demand is actively fine-tuned downwards within the limit range. Since the vehicle control logic tends to prioritize or fully utilize electric motor braking to meet deceleration demands, lowering the deceleration reduces the intervention level of hydraulic braking or delays its intervention, thereby improving energy recovery efficiency. This method optimizes the top-level deceleration request of the control system by inversely optimizing the feedback quantity in the vehicle's adaptive cruise control system, rather than optimizing the underlying motor or battery control algorithm. This avoids dependence on motor hardware or battery calculation models, improving the method's versatility and applicability to various vehicle models and system architectures. Furthermore, this method can be integrated and developed on existing autonomous driving control architectures without modifying the underlying architecture, significantly reducing development costs and implementation difficulty.

[0026] In a more preferred embodiment, in step S3, the proportion of motor braking η is increased. e The method is to reduce the deceleration a generated by hydraulic braking. kyd Or / and increase the deceleration a generated by motor braking regen Increase the proportion of electric braking (η) by reducing the proportion of hydraulic braking in the total vehicle deceleration. e This improves energy recovery efficiency.

[0027] On the other hand, this embodiment also provides an electronic device, including: Memory, used to store program instructions; The processor is used to call and execute program instructions in memory to perform the aforementioned vehicle adaptive cruise deceleration control method.

[0028] On the other hand, this embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle adaptive cruise deceleration control method.

[0029] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art: The vehicle adaptive cruise control deceleration control method, electronic device, and storage medium of this invention optimize the top-level request of ACC by inversely optimizing the feedback of the motor braking ratio. This allows the control method to optimize energy recovery efficiency without relying on specific motor or battery models, making it highly versatile and able to cover a wider range of vehicle models and vehicle control system architectures. Furthermore, the feedback of the motor braking ratio and the original required deceleration collected by the method are the original control signals of the vehicle, facilitating integration and development based on the original vehicle control architecture without requiring significant modifications to the original control architecture, thus greatly reducing development costs. In addition, by continuously and automatically fine-tuning the vehicle deceleration and motor braking ratio in real time based on the actual optimization execution effect, it not only ensures the accuracy of the optimization adjustment but also adapts to differences caused by various factors such as different vehicle states, road conditions, and component degradation, enabling the vehicle to continuously approach the most efficient state of energy recovery under current operating conditions.

[0030] The above embodiments are only for illustrating the technical concept and features of the present invention. Their purpose is to enable those skilled in the art to understand the content of the present invention and implement it accordingly. They should not be used to limit the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A method for adaptive cruise deceleration control of a vehicle, characterized in that, include: S1. Real-time monitoring of the deceleration generated by electric braking in the vehicle and the total deceleration of the vehicle, and real-time calculation of the proportion of electric braking η of the vehicle. e ; S2. Read the vehicle's original required deceleration a from the vehicle's adaptive cruise control system. req-original And determine the safe deceleration range based on the original required deceleration [a] safe-min a safe-max The formula for calculating the safe deceleration range is: a safe-min =(1-a)×a req-original a safe-max =(1+β)×a req-original Where α and β are both safety boundary adjustment coefficients, and 0.1≤α≤0.3, 0≤β≤0.15; S3, adjust the motor braking ratio η e and its rate of change Δη e The deceleration of the vehicle is adjusted in a closed loop by comparing / Δt with a preset threshold and adjusting the step size Δa according to the preset deceleration. When η e <85%, and Δη e When / Δt<-5% / s, then by increasing the proportion of motor braking η e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.15 m / s. 2 ; When 85%≤η e <95%, and Δη e When / Δt<0, then by increasing the proportion of motor braking η e The vehicle's deceleration is adjusted to a req-new =max(a req-original -Δa, a safe-min The current control cycle is marked as adjustment, where Δa = 0.05 m / s. 2 ; When η e ≥95%, or Δη e When / Δt≥0, then maintain the current motor braking ratio η. e The vehicle's current deceleration is maintained, and the current control cycle is marked as no adjustment. S4. Execute the vehicle deceleration obtained in step S3, then end the current control cycle and return to step S1 to enter the next control cycle.

2. The vehicle adaptive cruise deceleration control method according to claim 1, characterized in that: In step S1, the motor braking ratio η e The calculation method is as follows: ， Among them, a actual a is the actual deceleration of the vehicle. regen a is the deceleration generated by the electric motor braking in the vehicle. kyd This refers to the deceleration generated by hydraulic braking in a vehicle.

3. The vehicle adaptive cruise deceleration control method according to claim 2, characterized in that: In step S3, the braking ratio η of the motor is increased. e The method is to reduce the deceleration a generated by hydraulic braking. kyd Or / and increase the deceleration a generated by motor braking regen .

4. The vehicle adaptive cruise deceleration control method according to claim 1, characterized in that, In step S2, the safety boundary adjustment coefficients α and β are determined as follows: S2.

1. Determine the value ranges of α and β through actual vehicle calibration: 0.1≤α≤0.3, 0≤β≤0.

15. Then, preset the base value of α0 and the base value of β0 for β respectively. S2.2, Based on the proportion of motor braking η e And the base values ​​α0 and β0 are used to dynamically adjust α and β: α=max(0.1, min(0.3, α0+(95%-η) e ))) β=max(0, min(0.15, β0+(95%-η) e )×0.5)).

5. The vehicle adaptive cruise deceleration control method according to claim 4, characterized in that: The base value α0 = 0.2, and the base value β0 = 0.

08.

6. The vehicle adaptive cruise deceleration control method according to claim 1, characterized in that, Step S3 further includes: when three consecutive control cycles are marked as adjustment, and the proportion of motor braking η in those three control cycles... e If the increase is less than 2%, then the current proportion of electric motor braking η of the vehicle will be maintained. e The control remains unchanged and continues for 10 control cycles.

7. The vehicle adaptive cruise deceleration control method according to claim 1, characterized in that, Step S3 also includes: when the original demand decreases by a req-original ≤a safe-min If the current closed-loop optimization adjustment is not performed, the system will skip this step and proceed directly to the next control cycle.

8. An electronic device, characterized in that, include: Memory, used to store program instructions; A processor is configured to call and execute program instructions in the memory to perform the vehicle adaptive cruise deceleration control method according to any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the vehicle adaptive cruise deceleration control method according to any one of claims 1 to 7.

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