Vehicle adaptive cruise stop control method, device, equipment and storage medium

Abstract

A vehicle adaptive cruise stop control method, device, equipment and storage medium. In the method, if the vehicle is in an adaptive cruise control mode and meets a stop trigger condition, the maximum value of a target compensation torque is determined based on the current road slope of the vehicle; the application time and the change trend of the target compensation torque are determined according to the driving state of the vehicle; the target compensation torque is superimposed into an initial total control torque according to the maximum value of the target compensation torque, the application time and the change trend of the target compensation torque, to obtain a target total control torque, so that the vehicle performs a stop operation according to the target total control torque. The smooth transition of the final stop control torque is realized, the torque gap during the working condition switching is filled, and the sudden change of the longitudinal acceleration caused by the stop is avoided, thereby improving the smoothness and the driving comfort of the vehicle stop process under the premise of ensuring the safety of the anti-slip slope.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle adaptive cruise braking control method, device, equipment, and storage medium. Background Technology

[0002] With the rapid development of intelligent driving technology, adaptive cruise control (ACC) systems have been widely used in various vehicles. To improve driving comfort, the smoothness and safety of the vehicle during braking in ACC mode have become important technical requirements, especially in incline scenarios. Ensuring stable vehicle stopping without impact is a key challenge for vehicle longitudinal control.

[0003] In related technologies, when a vehicle performs adaptive cruise braking control, the control system needs to coordinate the switching between driving torque and braking torque, and therefore often establishes braking force after the driving force is disengaged.

[0004] However, in the transition area between the disengagement of driving torque and the establishment of braking torque, there is often a torque gap or abrupt switching, which causes a jump in longitudinal acceleration and produces a noticeable jerk. In addition, existing hill-compensation torques are usually directly superimposed on fixed torques, which can easily lead to pitching or rolling, affecting the driving experience and vehicle safety. Summary of the Invention

[0005] This application provides a vehicle adaptive cruise braking control method, device, equipment, and storage medium, which can solve the technical problem in the prior art that vehicle braking can easily cause a jerking sensation, affecting the driving experience and vehicle safety.

[0006] In a first aspect, embodiments of this application provide a vehicle adaptive cruise control braking method, the vehicle adaptive cruise control braking method comprising: If the vehicle is in adaptive cruise control mode and the braking trigger condition is met, the maximum value of the target compensation torque is determined based on the current road slope. The timing and trend of the target compensation torque are determined based on the vehicle's driving status. The target compensation torque is superimposed on the initial total control torque based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, to obtain the target total control torque, which is then used by the vehicle to perform braking operations.

[0007] In conjunction with the first aspect, in one implementation, determining the timing of applying the target compensation torque based on the vehicle's driving state includes: The moment when the vehicle's longitudinal acceleration changes from a positive value to a negative value within a first preset time period and the vehicle speed drops to the corresponding first preset speed is taken as the timing for applying the target compensation torque.

[0008] In conjunction with the first aspect, in one implementation, determining the timing of applying the target compensation torque based on the vehicle's driving state includes: The moment when the vehicle's longitudinal acceleration is negative for a second preset duration and the vehicle speed drops to a second preset speed is taken as the time when the target compensation torque is applied.

[0009] In conjunction with the first aspect, in one implementation, determining the changing trend of the target compensation torque based on the vehicle's driving state includes: Within a third preset time period after the target compensation torque is applied, the target compensation torque is controlled to continuously increase to the maximum value of the target compensation torque, wherein the rate of change of the target compensation torque at the start and end of the third preset time period is 0. If the target compensation torque reaches its maximum value and the vehicle speed is greater than the third preset vehicle speed, then the target compensation torque is controlled to remain unchanged. If the target compensation torque reaches its maximum value and the vehicle speed decreases to the third preset vehicle speed, then the target compensation torque is controlled to continuously decrease to the preset compensation torque within a fourth preset time period, wherein the rate of change of the target compensation torque at the start and end of the fourth preset time period is 0.

[0010] In conjunction with the first aspect, in one implementation, if the vehicle speed is less than a fourth preset speed, the road gradient where the vehicle is located is greater than a preset gradient, the vehicle's longitudinal acceleration is negative, and the vehicle's longitudinal control system outputs a signal allowing entry into braking, then the braking trigger condition is determined to be met.

[0011] In conjunction with the first aspect, in one implementation, determining the maximum value of the target compensation torque based on the current road slope of the vehicle includes: The slope of the road where the vehicle is located is obtained, and combined with the vehicle's curb weight, gravitational acceleration, and effective rolling radius of the wheels, the slope foundation compensation torque is obtained. The product of the ramp foundation compensation torque and the preset calibration coefficient is determined as the maximum value of the target compensation torque.

[0012] Secondly, embodiments of this application provide a vehicle adaptive cruise control braking device, the vehicle adaptive cruise control braking device comprising: The first determining module is used to determine the maximum value of the target compensation torque based on the current road slope if the vehicle is in adaptive cruise control mode and meets the braking trigger condition. The second determining module is used to determine the timing and trend of the application of the target compensation torque based on the vehicle's driving state. The superposition module is used to superimpose the target compensation torque onto the initial total control torque based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, to obtain the target total control torque, so that the vehicle can perform braking operation based on the target total control torque.

[0013] Thirdly, embodiments of this application provide a vehicle that includes the vehicle adaptive cruise braking control device as described in the second aspect.

[0014] Fourthly, embodiments of this application provide a vehicle adaptive cruise braking control device, the vehicle adaptive cruise braking control device including a processor, a memory, and a vehicle adaptive cruise braking control program stored in the memory and executable by the processor, wherein when the vehicle adaptive cruise braking control program is executed by the processor, it implements the steps of the vehicle adaptive cruise braking control method as described in the first aspect.

[0015] Fifthly, embodiments of this application provide a computer-readable storage medium storing a vehicle adaptive cruise braking control program, wherein when the vehicle adaptive cruise braking control program is executed by a processor, it implements the steps of the vehicle adaptive cruise braking control method as described in the first aspect.

[0016] The beneficial effects of the technical solutions provided in this application include: If the vehicle is in adaptive cruise control mode and meets the braking trigger conditions, the maximum value of the target compensation torque is determined based on the current road slope. The timing and trend of the target compensation torque's application are determined according to the vehicle's driving state. The target compensation torque is then superimposed on the initial total control torque based on its maximum value, application timing, and trend to obtain the target total control torque, which the vehicle uses to perform braking. Dynamic torque compensation is applied to address torque transition gaps during braking based on slope conditions. By determining the application time and trend of the compensation torque, a smooth transition of the final braking control torque is achieved, filling the torque gap during condition switching and avoiding sudden longitudinal acceleration changes during braking. This improves the smoothness and ride comfort of the vehicle's braking process while ensuring anti-rollover safety. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating an embodiment of the vehicle adaptive cruise braking control method of this application; Figure 2 For this application Figure 1 A detailed flowchart of step S10; Figure 3A schematic diagram illustrating the control effect of the target compensation torque variation trend; Figure 4 This is a schematic diagram of the functional modules of an embodiment of the vehicle adaptive cruise braking control device of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle adaptive cruise braking control device involved in the embodiments of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0020] In a first aspect, embodiments of this application provide a vehicle adaptive cruise braking control method.

[0021] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the adaptive cruise control braking control method for vehicles according to this application. Figure 1 As shown, the vehicle adaptive cruise braking control method includes: Step S10: If the vehicle is in adaptive cruise control mode and meets the braking trigger condition, the maximum value of the target compensation torque is determined based on the current road slope of the vehicle. In this embodiment, the road slope where the vehicle is located is calculated by using the acceleration signal and the vehicle's acceleration. When the vehicle is in adaptive cruise control mode and it is determined that the braking trigger condition is met, the maximum value of the target compensation torque is obtained based on the acquired road slope. This maximum value is positively correlated with the road slope. The greater the slope, the greater the maximum value of the target compensation torque, thereby providing a torque compensation basis for subsequent braking control that is adapted to the slope conditions.

[0022] Furthermore, in one embodiment, if the vehicle speed is less than a fourth preset speed, the road gradient where the vehicle is located is greater than a preset gradient, the vehicle's longitudinal acceleration is negative, and the vehicle's longitudinal control system outputs a signal allowing entry into braking, then the braking trigger condition is determined to be met.

[0023] In this embodiment, when the vehicle is currently in adaptive cruise control (ACC) following mode, the vehicle is determined to enter the braking control process if and only if all of the following conditions are met simultaneously: 1. The actual vehicle speed is less than the fourth preset speed (which can be calibrated, such as a typical value of 10~15km / h, and in this embodiment it can be preferably set to 15km / h). 2. The slope of the road where the vehicle is located is greater than the preset slope threshold (which can be calibrated, such as a typical value of 3% to 5%, and in this embodiment it can be preferably set to 3%). 3. The vehicle's longitudinal acceleration is negative, meaning the vehicle is in a state of continuous deceleration; 4. The Vehicle Longitudinal Control Module (VLC) outputs an enable signal (STOP_ENABLE==1) that allows the vehicle to enter the braking state, confirming that the braking system and vehicle body status meet the safety conditions for braking.

[0024] Before all the above conditions are met, the system will not initiate the target compensation torque intervention and will only perform conventional ACC deceleration control; only after all the conditions are met will the slope adaptation calculation for the target compensation torque be triggered.

[0025] Step S20: Determine the timing and trend of the application of the target compensation torque based on the vehicle's driving status; In this embodiment, the vehicle's driving status parameters, including vehicle speed and longitudinal acceleration, are monitored in real time. Based on these driving status parameters, key control nodes during the vehicle's braking process are identified, and the timing for applying the target compensation torque is determined. At the same time, in conjunction with the control requirements of the vehicle's braking process, the variation law of the target compensation torque is set so that the compensation torque can smoothly transition during the application process, avoiding sudden changes or shocks, and providing a timing and trend basis for subsequent torque superposition control.

[0026] Step S30: Based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, the target compensation torque is superimposed onto the initial total control torque to obtain the target total control torque, which is then used by the vehicle to perform braking operations according to the target total control torque.

[0027] In this embodiment, at a predetermined application time, the target compensation torque is superimposed on the initial total control torque according to a predetermined trend of change, generating a target total control torque that adapts to the current slope condition and driving state. The initial total control torque is the basic control torque output by the conventional braking control in the vehicle's adaptive cruise mode. The target total control torque includes both the initial total control torque required for basic braking control and the compensation torque under slope conditions, which can effectively counteract the influence of the gravity component of the slope, keeping the vehicle stable during low-speed braking on the slope, avoiding slippage or jerking, and achieving smooth and reliable braking control.

[0028] In this embodiment, if the vehicle is in adaptive cruise control mode and meets the braking triggering conditions, the maximum value of the target compensation torque is determined based on the current road slope. The timing and trend of the target compensation torque's application are determined according to the vehicle's driving state. The target compensation torque is then superimposed on the initial total control torque based on its maximum value, application timing, and trend to obtain the target total control torque, which the vehicle uses to perform braking. Dynamic torque compensation is performed to address torque transition gaps during braking based on slope conditions. By determining the application time and trend of the compensation torque, a smooth transition of the final braking control torque is achieved, filling the torque gap during condition switching and avoiding sudden longitudinal acceleration changes caused by braking. This improves the smoothness and ride comfort of the vehicle's braking process while ensuring anti-rollover safety.

[0029] Furthermore, in one embodiment, determining the maximum value of the target compensation torque based on the current road slope of the vehicle includes: Step S101: Obtain the road slope where the vehicle is located, and combine the vehicle's curb weight, gravitational acceleration, and effective wheel rolling radius to obtain the slope foundation compensation torque. Step S102: The product of the ramp foundation compensation torque and the preset calibration coefficient is determined as the maximum value of the target compensation torque.

[0030] In this embodiment, refer to Figure 2 , Figure 2 This application Figure 1 The detailed flowchart of step S10 shows that, through vehicle sensor acquisition, navigation data fusion, or filtering estimation based on vehicle longitudinal acceleration and wheel speed, the slope information of the road where the vehicle is currently located is obtained in real time, denoted as θ (unit: radians); combined with the vehicle's curb weight m (preferably 1500 kg in this embodiment), gravitational acceleration g (taken as 9.8 m / s²), and effective wheel rolling radius r (preferably 0.32 m in this embodiment), the slope foundation compensation torque is calculated (this torque is the theoretical foundation torque required to counteract the gravity component of the slope and prevent slippage), the formula is:

[0031] in, For the compensation moment of the ramp foundation, For vehicle curb weight, It is the acceleration due to gravity. The slope of the road where the vehicle is located. This is the effective rolling radius of the wheel.

[0032] Compensation moment for ramp foundation With preset calibration coefficients (It can be calibrated, such as its value range is 0.3~0.8, and in this embodiment it can be preferably set to 0.6) Multiply to obtain the maximum value of the target compensation torque T-comp.

[0033] In this embodiment, the slope foundation compensation torque is calculated based on real-world operating parameters such as road slope and vehicle curb weight. This accurately reflects the impact of gravity on the braking process at different slopes, ensuring that the amplitude of the compensation torque matches the slope risk level. The steeper the slope, the greater the maximum compensation torque, effectively mitigating the risk of slippage. Furthermore, a preset calibration coefficient is used... Scaling the base torque allows for calibration and optimization based on the braking performance of different vehicle models and user driving styles, while avoiding over- or under-compensation caused by directly using the theoretical torque, thus improving the versatility and adjustability of the control scheme.

[0034] Furthermore, in one embodiment, determining the timing of applying the target compensation torque based on the vehicle's driving state includes: The moment when the vehicle's longitudinal acceleration changes from a positive value to a negative value within a first preset time period and the vehicle speed drops to the corresponding first preset speed is taken as the timing for applying the target compensation torque.

[0035] In this embodiment, the vehicle's longitudinal acceleration and speed signals are collected in real time. The moment when the target compensation torque is applied is determined to be the starting point when both of the following conditions are met: Acceleration state conditions: The longitudinal acceleration of the vehicle changes from a positive value (acceleration or constant speed trend) to a negative value (deceleration trend) within a first preset time period (preferably set to 100ms in this embodiment, which can be calibrated and adjusted according to the vehicle model requirements). Vehicle speed status conditions: The actual vehicle speed drops to the first preset speed (preferably set to 15km / h in this embodiment), and is in the low-speed following deceleration braking preparation stage; at this time, the engine drive torque begins to withdraw and the braking force intervenes. The torque gap is most likely to occur during this switching interval. Therefore, the target compensation torque is intervened in advance at this time to avoid jerking due to sudden torque change and to suppress the beginning of the vehicle slippage from the source. When the vehicle speed continues to decrease to close to 0, the target compensation torque is stopped and only the conventional braking control is retained.

[0036] In this embodiment, compensation torque is intervened at the key node of the switch between driving and braking conditions. This directly fills the torque gap between the two control states, avoiding the torque gap caused by the asynchronous engagement and disengagement of driving and braking in conventional ACC control. This effectively eliminates the jerking sensation during braking and improves the smoothness of low-speed deceleration. Furthermore, the intervention speed range is limited to avoid unnecessary interference. The application timing is limited to the low-speed stage when the vehicle speed drops below the first preset speed. This ensures that the compensation torque intervenes only in low-speed scenarios where braking jerking is likely to occur, and avoids unnecessary intervention in high-speed following and constant-speed cruising conditions, thus guaranteeing the independence and stability of the conventional ACC control logic. Additionally, it is linked with the slope compensation logic to enhance the anti-rollover effect. The application timing and the slope braking trigger condition form a closed-loop linkage, initiating compensation only in the high-risk stage of low-speed slope and driving / braking transition. Through torque compensation, the influence of the slope's gravity component is offset, effectively avoiding the risk of rollover during braking and improving the safety of slope braking.

[0037] Furthermore, in one embodiment, determining the timing of applying the target compensation torque based on the vehicle's driving state includes: The moment when the vehicle's longitudinal acceleration is negative for a second preset duration and the vehicle speed drops to a second preset speed is taken as the time when the target compensation torque is applied.

[0038] In this embodiment, similar to the determination of the timing of applying the target compensation torque in the above embodiment, when the vehicle's longitudinal acceleration is negative for a second preset duration (preferably 200ms, which can be calibrated) and the vehicle speed drops to a second preset speed (preferably 10km / h), it indicates that the vehicle has entered a continuous deceleration state, the braking force is constantly increasing, and it is easy for the braking force to overshoot, causing the vehicle body to nose-dive. At this time, the target compensation torque is smoothly superimposed to buffer the braking force overshoot, suppress the nose-dive impact, and thus improve the ride smoothness; when the vehicle speed drops to close to 0, the application of compensation torque is stopped.

[0039] Furthermore, in one embodiment, determining the changing trend of the target compensation torque based on the vehicle's driving state includes: Within a third preset time period after the target compensation torque is applied, the target compensation torque is controlled to continuously increase to the maximum value of the target compensation torque, wherein the rate of change of the target compensation torque at the start and end of the third preset time period is 0. If the target compensation torque reaches its maximum value and the vehicle speed is greater than the third preset vehicle speed, then the target compensation torque is controlled to remain unchanged. If the target compensation torque reaches its maximum value and the vehicle speed decreases to the third preset vehicle speed, then the target compensation torque is controlled to continuously decrease to the preset compensation torque within a fourth preset time period, wherein the rate of change of the target compensation torque at the start and end of the fourth preset time period is 0.

[0040] In this embodiment, refer to Figure 3 , Figure 3 This diagram illustrates the control effect of the target compensation torque variation trend. The target compensation torque T is verified through simulation. -comp The trend control effect is shown in the simulation results. Figure 3 As shown, in Figure 3 To verify the effectiveness of the vehicle adaptive cruise braking control method described in this application, two sets of comparative tests were conducted under low-speed braking conditions on a slope: The upper curve group in the figure represents the test results when the compensation torque function is off (rollover occurs), and the lower curve group represents the test results when the compensation torque function is on (rollover does not occur). Each signal and curve corresponds to the selected item in the left-hand list from top to bottom. The horizontal axis is the time axis (unit: seconds), representing the time progression of the test process; the vertical axis is the signal amplitude axis, representing the numerical value of the control signal corresponding to each curve. Specific explanations are as follows: TQC_vSpdRaw (raw vehicle speed signal): The measured value of the vehicle's current speed, used to determine low-speed braking conditions. In both sets of tests, the vehicle speed dropped to the preset low-speed threshold, meeting the braking trigger condition.

[0041] SSM_stStandStill (Stationary Status Flag): This signal indicates whether the vehicle is currently stationary. When the function is off, this signal will exhibit abnormal fluctuations during braking, reflecting vehicle movement; when the function is on, this signal remains stable, indicating a smooth braking process.

[0042] TQC_aSlpCal (slope value): This is the current road slope value calculated by the system, expressed as a percentage (%), representing the degree of inclination of the road.

[0043] T_comp (target compensation torque): This is the core control variable of this application, namely the compensation torque calculated based on the slope gradient and applied according to a smooth trend. When the function is off, T_comp is always 0, and no additional torque compensation is applied; when the function is on, T_comp outputs a trapezoidal smooth curve, which goes through three stages in sequence: rising, holding, and falling, without abrupt changes or peaks, verifying the fine-grained control effect of this application on the trend of compensation torque change.

[0044] Specifically, in the ascending phase: within a third preset time period after the application of the target compensation torque, the target compensation torque is continuously increased to its maximum value, wherein the rate of change of the target compensation torque at the start and end of the third preset time period is 0. In the test curve, the T_comp signal rises smoothly from 0 with a rate of change of 0 at the beginning, and then gradually increases according to a preset S-shaped curve until it reaches the maximum value calculated based on the slope gradient. This process is free of any abrupt changes or spikes, avoiding vehicle jerking caused by sudden intervention of the compensation torque.

[0045] Maintenance Phase: If the target compensation torque reaches its maximum value and the vehicle speed is greater than the third preset speed, the target compensation torque is kept constant. In the test curve, after T_comp reaches its maximum value, the signal maintains a constant output within the range where the vehicle speed is still higher than the third preset speed (e.g., 3 km / h), forming a horizontal platform. During this phase, the compensation torque continues to act, stably offsetting the gravity component of the slope and preventing the vehicle from rolling backward during continuous deceleration.

[0046] Descent Phase: If the target compensation torque reaches its maximum value and the vehicle speed decreases to the third preset speed, the target compensation torque is continuously reduced to a preset compensation torque within a fourth preset time period. The rate of change of the target compensation torque at the start and end of the fourth preset time period is 0. In the test curve, after the vehicle speed drops to the third preset speed, the T_comp signal smoothly decreases from its maximum value, ending with a rate of change of 0, until it decreases to a preset value (e.g., 0). This process achieves a shock-free exit of the compensation torque, avoiding the nose-diving phenomenon caused by sudden changes in braking force during the later stages of braking, and allowing the vehicle to smoothly transition to a stationary state.

[0047] The above three stages together form a trapezoidal smooth change curve, which is completely consistent with the actual waveform of the T_comp signal in the experiment. This verifies the fine control of the target compensation torque change trend of this application, and ensures the smoothness of the low-speed braking process of the ramp and the anti-slip effect.

[0048] Comparing the results of the two sets of tests shows that after activating the compensation torque control described in this application, the vehicle does not slip during low-speed braking on a slope, and the wheel speed direction signal remains positive or stationary. Simultaneously, the compensation torque changes smoothly according to a preset trend, without causing additional impact, resulting in a smooth and jerky braking process. This application's solution only intervenes in compensation during low-speed braking on slopes, without affecting the ACC control logic on conventional straight roads. It balances anti-slip, ride comfort, and adaptability to different operating conditions, verifying the technical effectiveness and engineering practicality of this application.

[0049] In another preferred embodiment, the target compensation torque can be maintained for a calibration period after reaching its maximum value before starting a smooth descent; or, if the vehicle is detected to have entered the start-up control mode, the target compensation torque can be released immediately.

[0050] Secondly, embodiments of this application also provide a vehicle adaptive cruise braking control device.

[0051] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the vehicle adaptive cruise braking control device of this application. Figure 4 As shown, the vehicle adaptive cruise control braking system includes: The first determining module is used to determine the maximum value of the target compensation torque based on the current road slope if the vehicle is in adaptive cruise control mode and meets the braking trigger condition. The second determining module is used to determine the timing and trend of the application of the target compensation torque based on the vehicle's driving state. The superposition module is used to superimpose the target compensation torque onto the initial total control torque based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, to obtain the target total control torque, so that the vehicle can perform braking operation based on the target total control torque.

[0052] Furthermore, in one embodiment, the second determining module is used to: The moment when the vehicle's longitudinal acceleration changes from a positive value to a negative value within a first preset time period and the vehicle speed drops to the corresponding first preset speed is taken as the timing for applying the target compensation torque.

[0053] Furthermore, in one embodiment, the second determining module is also used to: The moment when the vehicle's longitudinal acceleration is negative for a second preset duration and the vehicle speed drops to a second preset speed is taken as the time when the target compensation torque is applied.

[0054] Furthermore, in one embodiment, the second determining module is also used to: Within a third preset time period after the target compensation torque is applied, the target compensation torque is controlled to continuously increase to the maximum value of the target compensation torque, wherein the rate of change of the target compensation torque at the start and end of the third preset time period is 0. If the target compensation torque reaches its maximum value and the vehicle speed is greater than the third preset vehicle speed, then the target compensation torque is controlled to remain unchanged. If the target compensation torque reaches its maximum value and the vehicle speed decreases to the third preset vehicle speed, then the target compensation torque is controlled to continuously decrease to the preset compensation torque within a fourth preset time period, wherein the rate of change of the target compensation torque at the start and end of the fourth preset time period is 0.

[0055] Furthermore, in one embodiment, the first determining module is used to: If the vehicle speed is less than the fourth preset speed, the road gradient is greater than the preset gradient, the vehicle's longitudinal acceleration is negative, and the vehicle's longitudinal control system outputs a signal allowing braking to begin, then the braking trigger conditions are met.

[0056] Furthermore, in one embodiment, the first determining module is used to: The slope of the road where the vehicle is located is obtained, and combined with the vehicle's curb weight, gravitational acceleration, and effective rolling radius of the wheels, the slope foundation compensation torque is obtained. The product of the ramp foundation compensation torque and the preset calibration coefficient is determined as the maximum value of the target compensation torque.

[0057] The functions of each module in the above-mentioned vehicle adaptive cruise braking control device correspond to the steps in the above-mentioned vehicle adaptive cruise braking control method embodiment, and their functions and implementation processes will not be described in detail here.

[0058] Thirdly, embodiments of this application provide a vehicle that includes the vehicle adaptive cruise braking control device as described in the second aspect.

[0059] Fourthly, this application provides a vehicle adaptive cruise braking control device, which may be a vehicle controller, body domain controller, or other similar devices.

[0060] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of the vehicle adaptive cruise control device involved in the embodiments of this application. In the embodiments of this application, the vehicle adaptive cruise control device may include a processor, a memory, a communication interface, and a communication bus.

[0061] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0062] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vehicle's adaptive cruise control and braking control system, as well as interfaces used for interconnecting the system with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0063] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0064] The processor can be a general-purpose processor, which can call the vehicle adaptive cruise control braking control program stored in the memory and execute the vehicle adaptive cruise control braking control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle adaptive cruise control braking control program is called can be referred to in the various embodiments of the vehicle adaptive cruise control braking control method of this application, and will not be repeated here.

[0065] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0066] Fifthly, embodiments of this application also provide a computer-readable storage medium.

[0067] The present application provides a computer-readable storage medium storing a vehicle adaptive cruise braking control program, wherein when the vehicle adaptive cruise braking control program is executed by a processor, it implements the steps of the vehicle adaptive cruise braking control method described above.

[0068] The method implemented when the vehicle adaptive cruise braking control program is executed can be referred to in the various embodiments of the vehicle adaptive cruise braking control method of this application, and will not be repeated here.

[0069] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0070] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0071] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0072] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0073] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0074] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0075] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for adaptive cruise control and braking of a vehicle, characterized in that, The vehicle adaptive cruise braking control method includes: If the vehicle is in adaptive cruise control mode and the braking trigger condition is met, the maximum value of the target compensation torque is determined based on the current road slope. The timing and trend of the target compensation torque are determined based on the vehicle's driving status. The target compensation torque is superimposed on the initial total control torque based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, to obtain the target total control torque, which is then used by the vehicle to perform braking operations.

2. The vehicle adaptive cruise braking control method as described in claim 1, characterized in that, Determining the timing of applying the target compensation torque based on the vehicle's driving status includes: The moment when the vehicle's longitudinal acceleration changes from a positive value to a negative value within a first preset time period and the vehicle speed drops to the corresponding first preset speed is taken as the timing for applying the target compensation torque.

3. The vehicle adaptive cruise braking control method as described in claim 1, characterized in that, Determining the timing of applying the target compensation torque based on the vehicle's driving status includes: The moment when the vehicle's longitudinal acceleration is negative for a second preset duration and the vehicle speed drops to a second preset speed is taken as the time when the target compensation torque is applied.

4. The vehicle adaptive cruise braking control method as described in claim 1, characterized in that, Determining the changing trend of the target compensation torque based on the vehicle's driving status includes: Within a third preset time period after the target compensation torque is applied, the target compensation torque is controlled to continuously increase to the maximum value of the target compensation torque, wherein the rate of change of the target compensation torque at the start and end of the third preset time period is 0. If the target compensation torque reaches its maximum value and the vehicle speed is greater than the third preset vehicle speed, then the target compensation torque is controlled to remain unchanged. If the target compensation torque reaches its maximum value and the vehicle speed decreases to the third preset vehicle speed, then the target compensation torque is controlled to continuously decrease to the preset compensation torque within a fourth preset time period, wherein the rate of change of the target compensation torque at the start and end of the fourth preset time period is 0.

5. The vehicle adaptive cruise braking control method as described in claim 1, characterized in that, If the vehicle speed is less than the fourth preset speed, the road gradient is greater than the preset gradient, the vehicle's longitudinal acceleration is negative, and the vehicle's longitudinal control system outputs a signal allowing braking to begin, then the braking trigger conditions are met.

6. The vehicle adaptive cruise braking control method as described in claim 1, characterized in that, The maximum value of the target compensation torque determined based on the current road slope of the vehicle includes: The slope of the road where the vehicle is located is obtained, and combined with the vehicle's curb weight, gravitational acceleration, and effective rolling radius of the wheels, the slope foundation compensation torque is obtained. The product of the ramp foundation compensation torque and the preset calibration coefficient is determined as the maximum value of the target compensation torque.

7. A vehicle adaptive cruise braking control device, characterized in that, The vehicle adaptive cruise braking control device includes: The first determining module is used to determine the maximum value of the target compensation torque based on the current road slope if the vehicle is in adaptive cruise control mode and meets the braking trigger condition. The second determining module is used to determine the timing and trend of the application of the target compensation torque based on the vehicle's driving state. The superposition module is used to superimpose the target compensation torque onto the initial total control torque based on the maximum value of the target compensation torque, the timing of its application, and its changing trend, to obtain the target total control torque, so that the vehicle can perform braking operation based on the target total control torque.

8. A vehicle, characterized in that, The vehicle includes the vehicle adaptive cruise braking control device as described in claim 7.

9. A vehicle adaptive cruise braking control device, characterized in that, The vehicle adaptive cruise braking control device includes a processor, a memory, and a vehicle adaptive cruise braking control program stored in the memory and executable by the processor, wherein when the vehicle adaptive cruise braking control program is executed by the processor, it implements the steps of the vehicle adaptive cruise braking control method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle adaptive cruise braking control program, wherein when the vehicle adaptive cruise braking control program is executed by a processor, it implements the steps of the vehicle adaptive cruise braking control method as described in any one of claims 1 to 6.

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