CN116424318A

CN116424318A - New energy automobile self-adaptive cruise control method and system

Info

Publication number: CN116424318A
Application number: CN202310631647.3A
Authority: CN
Inventors: 李星; 王冕; 张艳玲; 庞艳红; 李辉; 张彦辉; 温敏
Original assignee: Anhui Jianghuai Automobile Group Corp
Current assignee: Anhui Jianghuai Automobile Group Corp
Priority date: 2023-05-30
Filing date: 2023-05-30
Publication date: 2023-07-14

Abstract

The invention discloses a new energy automobile self-adaptive cruise control method and system, wherein the method comprises the following steps: for acceleration control, the ADC sends the requested torque of the adaptive cruise control to the VCU while sending the functional status of the ADC; the VCU responds to the request torque sent by the ADC and sends a vehicle high-voltage power-on state, a vehicle controller functional state, door takeover state flag bit information, an accelerator opening and a driving gear to the ADC; for deceleration control, the ADC calculates a demand deceleration and sends the demand deceleration to the IPB, the ADC calculates a demand braking force based on the demand deceleration and distributes the demand braking force between electric braking and hydraulic braking, and sends a brake feedback demand torque to the VCU, which sends a feedback torque limit to the IPB. According to the self-adaptive cruise control method for the new energy automobile, the self-adaptive cruise control function is realized through interaction among ADC, IPB, VCU.

Description

New energy automobile self-adaptive cruise control method and system

Technical Field

The invention relates to the technical field of cruise control, in particular to a self-adaptive cruise control method and system for a new energy automobile.

Background

The adaptive cruise control (Adaptive Cruise Control, ACC) function is one of the main functions of intelligent driving, and determines whether or not a vehicle is traveling ahead on the same lane of the host vehicle based mainly on information detected by a vehicle distance sensor and the host vehicle travel route information determined by the detection of the vehicle speed sensor and the yaw rate sensor. The inter-vehicle distance sensor adopts a microwave radar or a distance radar. When no vehicle is in front of the same lane, the vehicle runs at the set vehicle speed like a normal cruise control; when the vehicle appears in front, the vehicle runs at a speed lower than the set speed, and the reasonable distance between the vehicle and the vehicle in front is controlled. Currently, there is no mature adaptive cruise control scheme available for new energy automobiles.

Therefore, a new energy automobile adaptive cruise control method and system are needed.

Disclosure of Invention

The invention aims to provide a new energy automobile self-adaptive cruise control method and system, which are used for solving the problems in the prior art and can be used for solving the problems in the prior art.

The invention provides a new energy automobile self-adaptive cruise control method, which comprises the following steps:

for acceleration control, the intelligent driving controller sends the request torque of the self-adaptive cruise control to the whole vehicle controller, and simultaneously sends the functional state of the intelligent driving controller; the whole vehicle controller responds to the request torque sent by the intelligent driving controller and sends a whole vehicle high-voltage power-on state, a whole vehicle controller function state, door takeover state zone bit information, an accelerator opening degree and a driving gear to the intelligent driving controller;

For the deceleration control, the intelligent driving controller calculates a required deceleration and transmits the required deceleration to the intelligent braking controller, the intelligent braking controller calculates a required braking force based on the required deceleration, distributes the required braking force between electric braking and hydraulic braking, and transmits a braking feedback required torque to the whole vehicle controller, and the whole vehicle controller transmits a feedback torque limit value to the intelligent braking controller.

The new energy automobile adaptive cruise control method as described above, wherein preferably, the door take-over status flag bit information includes: when the door connection status flag bit is 1, the whole vehicle controller responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over state flag bit is 0, the whole vehicle controller does not respond to the throttle requirement and responds to the required torque of the intelligent driving controller.

The method for adaptive cruise control of a new energy automobile as described above, wherein preferably, the method for determining the status flag bit information of the door take-over specifically includes:

the whole vehicle controller calculates the opening of a virtual accelerator pedal through a pedal map based on the torque request sent by the intelligent driving controller and the current vehicle speed;

and the whole vehicle controller determines the accelerator connection pipe state zone bit information according to the comparison result of the virtual accelerator pedal opening and the actual accelerator pedal opening.

According to the adaptive cruise control method for the new energy automobile, preferably, the vehicle controller determines the accelerator connection pipe state zone bit information according to the comparison result of the virtual accelerator pedal opening and the actual accelerator pedal opening, and specifically comprises the following steps:

if the actual accelerator pedal opening is larger than the virtual accelerator pedal opening, the accelerator connection pipe state flag bit is 1, and the whole vehicle controller responds to the accelerator requirement of a driver to output driving torque;

if the actual accelerator pedal opening is smaller than the virtual accelerator pedal opening, the accelerator connection pipe state flag bit is 0, and the whole vehicle controller responds to the required torque of the intelligent driving controller.

if the actual accelerator pedal opening is larger than the sum of the virtual accelerator pedal opening and TBD1 and reaches a first monitoring time threshold, the accelerator takeover state flag bit is 1, and the whole vehicle controller responds to the accelerator demand of a driver to output driving torque, wherein TBD1 represents an accelerator pedal hysteresis value entering an accelerator takeover state;

If the actual accelerator pedal opening is smaller than the difference between the virtual accelerator pedal opening and TBD2, and the second monitoring time threshold is reached, the accelerator takeover state flag bit is 0, and the whole vehicle controller responds to the request torque of the intelligent driving controller, wherein TBD2 represents the accelerator pedal hysteresis value of exiting the accelerator takeover state.

In the adaptive cruise control method for a new energy automobile, preferably, a state machine for indicating a state of an adaptive cruise control function of the whole vehicle controller is arranged in the whole vehicle controller, and the state machine includes: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein:

before the high-pressure ready on the whole vehicle, the whole vehicle controller is in an initialized state;

the whole vehicle is subjected to high pressure, and after ready is fed, the whole vehicle controller automatically jumps from an initialized state to an uncontrollable state;

in the uncontrollable state, the whole vehicle controller jumps to a permanent fault state if one of the following conditions is met: the whole vehicle controller fails, the intelligent driving controller reports the failure, the intelligent driving controller node is lost, and the intelligent driving controller has a non-zero torque request;

In the uncontrollable state, the whole vehicle controller jumps to enter the controllable state if the following conditions are met at the same time: the driving gear is D gear, the braking is not enabled, and the intelligent driving controller feeds back the available state;

in the controllable state, the whole vehicle controller jumps into a permanent fault state if one of the following conditions is met: the whole vehicle controller fails, the intelligent driving controller reports the failure, and the intelligent driving controller node is lost;

in the controllable state, the whole vehicle controller jumps to enter a temporary fault state if one of the following conditions is met: the CAN signal transmission data of the intelligent driving controller is checked, the frame loss detection of the CAN signal of the intelligent driving controller is abnormal, the intelligent driving controller reports temporary faults, the power of the whole vehicle controller is limited, the torque request of the intelligent driving controller is overrun, the torque request of the intelligent driving controller is effective, and the torque zone bit is ineffective;

in a controllable state, if the current gear is not D gear or braking is enabled, the whole vehicle controller jumps to an uncontrollable state;

in the controllable state, the whole vehicle controller jumps to enter a control activation state if any one of the following conditions is met: the whole vehicle controller judges that the state of the throttle adapter is withdrawn, the torque request value of the intelligent driving controller is in a normal interval and the torque request zone bit of the intelligent driving controller is effective, the intelligent driving controller feeds back the activation state, the torque request value of the intelligent driving controller is in the normal interval and the torque request zone bit of the intelligent driving controller is effective;

In the control activation state, the whole vehicle controller jumps to enter a permanent fault state if any one of the following conditions is met: the whole vehicle controller fails, the intelligent driving controller reports the failure, and the intelligent driving controller node is lost;

in the control activation state, the whole vehicle controller jumps to enter a temporary fault state if any one of the following conditions is met: the method comprises the steps of limiting power of the whole vehicle controller, reporting faults by the intelligent driving controller, checking CAN signal transmission data of the intelligent driving controller, detecting abnormality of CAN signal frame loss of the intelligent driving controller, overrunning of torque request of the intelligent driving controller, effective torque request of the intelligent driving controller and ineffective torque request zone bit;

in the permanent fault state, if any one of the following conditions is met, the whole vehicle controller jumps to enter an uncontrollable state: the current gear is not D gear and brake is enabled;

in the control activation state, if any one of the following conditions is met, the whole vehicle controller jumps to enter a controllable state: the intelligent driving controller feeds back the available state, wherein the current gear is D gear and braking is not enabled, and the whole vehicle controller judges that the state of the throttle adapter is entered, and the current gear is D gear and braking is not enabled;

in the temporary fault state, the whole vehicle controller jumps to enter a permanent fault state if any one of the following conditions is met: the method comprises the steps of failure of the whole vehicle controller, reporting of the failure by the intelligent driving controller, when the time of the whole vehicle controller in a temporary failure state exceeds a preset time threshold value, and node loss of the intelligent driving controller;

In the temporary fault state, if any one of the following conditions is met, the whole vehicle controller jumps to enter a controllable state: the CAN signal transmission data of the intelligent driving controller is verified, the CAN signal frame loss detection of the intelligent driving controller is recovered to be normal, the intelligent driving controller is recovered to be fault, the torque request value of the intelligent driving controller is recovered to be normal in an overrun mode, and the torque request zone bit of the intelligent driving controller is recovered to be effective.

The invention also provides a new energy automobile self-adaptive cruise control system adopting the method, which comprises the following steps: intelligent driving controller, whole car controller and intelligent braking controller, wherein:

the intelligent driving controller is used for sending the request torque of the self-adaptive cruise control to the whole vehicle controller and simultaneously sending the functional state of the intelligent driving controller in acceleration control; the intelligent driving controller is also used for calculating the required deceleration in the deceleration control and sending the required deceleration to the intelligent braking controller;

the whole vehicle controller is used for responding to the request torque sent by the intelligent driving controller in acceleration control and sending a whole vehicle high-voltage power-on state, a whole vehicle controller functional state, door takeover state zone bit information, an accelerator opening degree and a driving gear to the intelligent driving controller; the whole vehicle controller is also used for sending feedback torque limit values to the intelligent brake controller in deceleration control;

The intelligent brake controller is used for calculating a required braking force based on a required deceleration in deceleration control, distributing the required braking force between electric braking and hydraulic braking, and sending braking feedback required torque to the whole vehicle controller.

The new energy automobile adaptive cruise control system as described above, wherein preferably, the door take-over status flag information includes: when the door connection status flag bit is 1, the whole vehicle controller responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over status flag bit is 0, the whole vehicle controller does not respond to the throttle requirement, responds to the required torque of the intelligent driving controller,

the vehicle controller comprises a virtual accelerator pedal opening degree calculation unit and an accelerator connection pipe state zone bit information determination unit, wherein:

the virtual accelerator pedal opening calculating unit is used for calculating the virtual accelerator pedal opening through a pedal map based on the torque request sent by the intelligent driving controller and the current vehicle speed;

the throttle take-over state zone bit information determining unit is used for determining throttle take-over state zone bit information according to a comparison result of the virtual throttle pedal opening and the actual throttle pedal opening.

The new energy automobile adaptive cruise control system as described above, wherein preferably, the accelerator pedal status flag information determining unit, when determining accelerator pedal status flag information, specifically includes:

if the actual accelerator pedal opening is smaller than the virtual accelerator pedal opening, the accelerator connection status flag bit is 0, the whole vehicle controller responds to the required torque of the intelligent driving controller, or,

The new energy automobile adaptive cruise control system as described above, wherein preferably, a state machine for representing an adaptive cruise control function state of the whole vehicle controller is provided in the whole vehicle controller, and the state machine includes: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein:

The invention provides a self-adaptive cruise control method and a self-adaptive cruise control system for a new energy automobile, which realize the self-adaptive cruise control function through interaction among an intelligent driving controller, an intelligent braking controller and a whole automobile controller; judging an accelerator adapter state marker bit by introducing a virtual accelerator opening degree so as to determine whether the whole vehicle controller responds to the torque requirement of an accelerator pedal or the torque requirement sent by the intelligent driving controller; the hysteresis control function is added when judging the accelerator takeover state zone bit, and when a driver steps on the accelerator under the ACC function to intervene, the influence on the drivability caused by too frequent state switching of the accelerator takeover state zone bit when the actual accelerator pedal opening is close to the virtual accelerator pedal opening is avoided; the specific working state and fault state of the whole vehicle controller in the ACC functional state are defined by developing, so that the driving safety in each use scene is ensured; on the basis of not changing the hardware structure of the vehicle, the stability and the reliability of the ACC function can be effectively improved by developing the throttle take-over state judgment logic of the VCU and developing the ACC function state machine of the VCU, and the drivability under the ACC working condition is improved.

Drawings

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described with reference to the accompanying drawings, in which:

FIG. 1 is a flow chart of an embodiment of the adaptive cruise control method for a new energy vehicle provided by the invention;

FIG. 2 is a logic diagram for calculating a virtual accelerator pedal opening;

FIG. 3 is a schematic diagram illustrating a jump of each state machine of the vehicle controller;

fig. 4 is a block diagram of an embodiment of the adaptive cruise control system for a new energy automobile according to the present invention.

Detailed Description

Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative, and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that: the relative arrangement of parts and steps, the composition of materials, numerical expressions and numerical values set forth in these embodiments should be construed as exemplary only and not limiting unless otherwise specifically stated.

"first", "second", as used in this disclosure: and similar words are not to be interpreted in any order, quantity, or importance, but rather are used to distinguish between different sections. The word "comprising" or "comprises" and the like means that elements preceding the word encompass the elements recited after the word, and not exclude the possibility of also encompassing other elements. "upper", "lower", etc. are used merely to denote relative positional relationships, which may also change accordingly when the absolute position of the object to be described changes.

In this disclosure, when a particular element is described as being located between a first element and a second element, there may or may not be intervening elements between the particular element and the first element or the second element. When it is described that a specific component is connected to other components, the specific component may be directly connected to the other components without intervening components, or may be directly connected to the other components without intervening components.

All terms (including technical or scientific terms) used in this disclosure have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs, unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods, and apparatus should be considered part of the specification.

The self-adaptive cruise control method and system for the new energy automobile are suitable for the new energy automobile with the hybrid power of oil and electricity and the pure electric new energy automobile. As shown in fig. 1 and fig. 4, the adaptive cruise control method for a new energy automobile provided in this embodiment specifically includes the following steps in an actual execution process:

step S1, for acceleration control, an intelligent driving controller (ADC) sends a request torque of an adaptive cruise control to a whole Vehicle Controller (VCU) and simultaneously sends a functional state of the intelligent driving controller; the whole vehicle controller responds to the request torque sent by the intelligent driving controller and sends a whole vehicle high-voltage power-on state (ready state), a whole vehicle controller function state, door take-over state flag bit information (Override state), an accelerator opening and a driving gear to the intelligent driving controller.

Wherein, the door takeover status flag bit information includes: when the door connection status flag bit is 1, the whole vehicle controller responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over state flag bit is 0, the whole vehicle controller does not respond to the throttle requirement and responds to the required torque of the intelligent driving controller. The state zone bit information is taken over through the door, so that whether the torque required by the whole automobile is from an ADC function or from an accelerator can be judged.

As shown in fig. 2, in one embodiment of the adaptive cruise control method for a new energy automobile of the present invention, the method for determining the status flag information of the door takeover specifically includes:

and step SA1, the whole vehicle controller calculates the opening degree of the virtual accelerator Pedal through a Pedal Map (Pedal Map) based on the torque request sent by the intelligent driving controller and the current vehicle speed.

When the vehicle is running under the non-adaptive cruise control (non-ACC) function, the driver achieves acceleration and deceleration of the vehicle by controlling the throttle and the brake. The torque output during the running process of the vehicle, namely the whole vehicle driving torque, is determined by the opening degree of the accelerator and the current vehicle speed, namely the whole vehicle driving torque is calculated through a Pedal Map (Pedal Map) based on the opening degree of the accelerator and the current vehicle speed. Generally, the larger the throttle, the greater the vehicle drive torque. The pedal map is different in different driving modes (ECO, normal, sport, snow).

When the vehicle is in acceleration running under the function of Adaptive Cruise Control (ACC), if the driver presses the accelerator pedal at the moment, the whole vehicle controller receives the torque requirement of the accelerator pedal and the torque requirement sent by the intelligent driving controller. It is therefore necessary to determine which torque to perform to output. In view of this, the present invention introduces the concept of a virtual accelerator pedal. When the adaptive cruise function (ACC) function is off, the virtual accelerator pedal is equal to the actual accelerator pedal opening. When the Adaptive Cruise Control (ACC) function is activated, a virtual accelerator pedal is back calculated from a pedal map based on a torque request from an ADC (intelligent driving controller) in combination with the current vehicle speed.

And step SA2, the whole vehicle controller determines the state zone bit information of the throttle adapter according to the comparison result of the virtual throttle pedal opening and the actual throttle pedal opening.

And determining the accelerator connection pipe state zone bit by comparing the opening of the virtual accelerator pedal with the opening of the actual accelerator pedal. In one embodiment of the adaptive cruise control method for a new energy automobile of the present invention, the step SA2 may specifically include:

and step SA21, if the actual accelerator pedal opening is larger than the virtual accelerator pedal opening, the accelerator connection pipe state flag bit is 1, and the whole vehicle controller responds to the accelerator requirement of a driver to output driving torque.

And step SA22, if the actual accelerator pedal opening is smaller than the virtual accelerator pedal opening, the accelerator connection pipe state flag bit is 0, and the whole vehicle controller responds to the required torque of the intelligent driving controller.

In another embodiment of the adaptive cruise control method for a new energy automobile of the present invention, a hysteresis control function is added when judging a status flag bit of an accelerator adapter, and the step SA2 may specifically include:

and step SA21', if the actual accelerator pedal opening is larger than the sum of the virtual accelerator pedal opening and TBD1 and the first monitoring time threshold (30 ms for example) is reached, the accelerator pedal state flag bit is 1, and the whole vehicle controller responds to the accelerator requirement of the driver to output driving torque, wherein TBD1 represents the hysteresis value of the accelerator pedal entering the accelerator pedal state.

And step SA22', if the actual accelerator pedal opening is smaller than the difference between the virtual accelerator pedal opening and TBD2 and the second monitoring time threshold (for example, 20 ms) is reached, the accelerator pedal state flag bit is 0, and the vehicle controller responds to the request torque of the intelligent driving controller, wherein TBD2 represents the accelerator pedal hysteresis value of exiting the accelerator pedal state.

The first monitoring time threshold, the second monitoring time threshold, and the sizes of TBD1 and TBD2 are not limited in the present invention. The first monitoring time threshold value and the second monitoring time threshold value can be the same or different, the two hysteresis values of TBD1 and TBD2 can be calibrated based on the definition of the actual driving style of the vehicle, and are related to driving modes, and the hysteresis values of different driving modes can be different, so that different driving styles are reflected. For example, if tbd1=3%, tbd2=2%, the current virtual accelerator pedal opening is 20%, and if current override=0, when the actual accelerator opening increases to more than 23%, it is determined that override=1 (entering the accelerator take-over state). If the current override=1, when the accelerator opening is reduced to less than 18%, it is determined that the override=0 (the accelerator takeover state is exited), and the accelerator range in the accelerator takeover state is determined to be [18%,23% ]. The larger the TBD1 is, the later the state of entering the throttle connecting pipe is, the smaller the TBD1 is, and the earlier the state of entering the throttle connecting pipe is; the larger TBD2, the later the state of exiting the throttle adapter, the smaller TBD2, and the earlier the state of exiting the throttle adapter. Thus, when TBD1 and TBD2 are smaller, this indicates that the throttle response is faster.

By adding the hysteresis control function when judging the accelerator takeover state zone bit, when a driver steps on the accelerator to intervene in the ACC function, the influence on the drivability caused by too frequent state switching of the accelerator takeover state zone bit when the actual accelerator pedal opening is close to the virtual accelerator pedal opening is avoided.

And S2, for deceleration control, the intelligent driving controller calculates the required deceleration and sends the required deceleration to an intelligent braking controller (IPB), the intelligent braking controller calculates the required braking force based on the required deceleration, distributes the required braking force between electric braking and liquid braking, sends braking feedback required torque to the whole vehicle controller, and the whole vehicle controller sends feedback torque limit value to the intelligent braking controller.

The invention provides an Adaptive Cruise Control (ACC) function for a new energy automobile, which mainly relates to interaction among an ADC (intelligent driving controller), an IPB (intelligent braking controller) and a VCU (vehicle control unit). Longitudinal control of the adaptive cruise control ride function (i.e., acceleration and deceleration control) is implemented by an advanced driver assistance system (AdvancedDriverAssistance System, ADAS controller), wherein the acceleration control is sent by an intelligent drive controller (ADC) to a Vehicle Controller (VCU) for execution; the deceleration control is performed by an intelligent driving controller (ADC) sent to an IPB (intelligent braking controller), and the control signal is a deceleration request signal.

As shown in fig. 3, the vehicle controller is provided with a state machine for representing an Adaptive Cruise Control (ACC) function state of the vehicle controller, where the state machine includes: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein:

in the uncontrollable state, the whole vehicle controller jumps to a permanent fault state if one of the following conditions is met: the fault of the whole vehicle controller (the Ready cycle cannot be recovered), the report fault of the intelligent driving controller (temporary fault or permanent fault), the node loss of the intelligent driving controller, and the intelligent driving controller has a non-zero torque request;

in the uncontrollable state, the whole vehicle controller jumps to enter the controllable state if the following conditions are met at the same time: the driving gear is D gear, brake is not enabled, and intelligent driving controller feedback is Available (Available);

in the controllable state, the whole vehicle controller jumps into a permanent fault state if one of the following conditions is met: the failure of the whole vehicle controller (the current Ready cycle cannot be recovered), the reporting failure (permanent failure) of the intelligent driving controller, and the node loss of the intelligent driving controller;

In the controllable state, the whole vehicle controller jumps to enter a temporary fault state if one of the following conditions is met: the method comprises the steps of (1) checking CAN signal transmission data of an intelligent driving controller (Checksum) and CAN signal frame loss detection (Counter) of the intelligent driving controller, reporting temporary faults by the intelligent driving controller, limiting power of the whole vehicle controller (recoverable in the current Ready cycle), exceeding torque request of the intelligent driving controller, enabling torque request of the intelligent driving controller to be effective but enabling a torque zone bit to be ineffective, wherein Checksum is the CAN signal transmission data check and is used for judging whether a receiving end receives a signal correctly or not, and the Counter is used for detecting whether CAN signal frame loss exists or not and is used for judging whether a sending end CAN periodically and continuously send messages or not;

in the controllable state, the whole vehicle controller jumps to enter a control activation state if any one of the following conditions is met: the whole vehicle controller judges that the throttle takeover state exits and the intelligent driving controller torque request value is in a normal interval and the intelligent driving controller torque request zone bit is effective (reenter the override mode), the intelligent driving controller feeds back the activation state and the intelligent driving controller torque request value is in a normal interval and the intelligent driving controller torque request zone bit is effective (normal activation interaction);

In the control activation state, the whole vehicle controller jumps to enter a permanent fault state if any one of the following conditions is met: the failure of the whole vehicle controller (the ready cycle cannot be recovered), the reporting failure of the intelligent driving controller (permanent failure) and the node loss of the intelligent driving controller;

in the control activation state, the whole vehicle controller jumps to enter a temporary fault state if any one of the following conditions is met: the method comprises the steps of limiting power of a whole vehicle controller, reporting a fault (temporary fault) of an intelligent driving controller, checking CAN signal transmission data of the intelligent driving controller, detecting abnormality of CAN signal frame loss of the intelligent driving controller, overrunning of a torque request of the intelligent driving controller, and effective torque request of the intelligent driving controller but ineffective torque request zone bit;

in the control activation state, if any one of the following conditions is met, the whole vehicle controller jumps to enter a controllable state: the intelligent driving controller feeds back an Available state (Available) and the current gear is the D gear and the brake is not enabled, and the whole vehicle controller judges that the state of the throttle is entered and the current gear is the D gear and the brake is not enabled;

In the temporary fault state, the whole vehicle controller jumps to enter a permanent fault state if any one of the following conditions is met: failure of the whole vehicle controller (unrecoverable in the ready cycle), reporting failure (permanent failure) by the intelligent driving controller, exceeding a preset time threshold (15 s) when the whole vehicle controller is in a temporary failure state, and losing nodes of the intelligent driving controller;

in the temporary fault state, if any one of the following conditions is met, the whole vehicle controller jumps to enter a controllable state: the CAN signal transmission data of the intelligent driving controller is verified, the CAN signal frame loss detection of the intelligent driving controller is recovered to be normal, the intelligent driving controller is recovered to be fault (temporary fault), the torque request value of the intelligent driving controller is recovered to be normal after overrun, and the torque request zone bit of the intelligent driving controller is recovered to be effective.

The specific working state and fault state of the whole vehicle controller in the ACC functional state are defined by developing, so that the driving safety in each use scene is ensured.

According to the self-adaptive cruise control method for the new energy automobile, provided by the embodiment of the invention, the self-adaptive cruise control function is realized through interaction among the intelligent driving controller, the intelligent braking controller and the whole automobile controller; judging an accelerator adapter state marker bit by introducing a virtual accelerator opening degree so as to determine whether the whole vehicle controller responds to the torque requirement of an accelerator pedal or the torque requirement sent by the intelligent driving controller; the hysteresis control function is added when judging the accelerator takeover state zone bit, and when a driver steps on the accelerator under the ACC function to intervene, the influence on the drivability caused by too frequent state switching of the accelerator takeover state zone bit when the actual accelerator pedal opening is close to the virtual accelerator pedal opening is avoided; the specific working state and fault state of the whole vehicle controller in the ACC functional state are defined by developing, so that the driving safety in each use scene is ensured; on the basis of not changing the hardware structure of the vehicle, the stability and the reliability of the ACC function can be effectively improved by developing the throttle take-over state judgment logic of the VCU and developing the ACC function state machine of the VCU, and the drivability under the ACC working condition is improved.

Correspondingly, as shown in fig. 4, the invention also provides a new energy automobile adaptive cruise control system, which comprises: intelligent driving controller 1, whole car controller 2 and intelligent braking controller 3, wherein:

the intelligent driving controller 1 is configured to send a request torque of an adaptive cruise control to the whole vehicle controller 2 and send a functional state of the intelligent driving controller 1 during acceleration control; the intelligent driving controller 1 is further configured to calculate a required deceleration in deceleration control, and send the required deceleration to the intelligent braking controller 3;

the whole vehicle controller 2 is used for responding to the request torque sent by the intelligent driving controller 1 and sending a whole vehicle high-voltage power-on state, a whole vehicle controller 2 functional state, door takeover state flag bit information, an accelerator opening and a driving gear to the intelligent driving controller 1 in acceleration control; the whole vehicle controller 2 is further configured to send a feedback torque limit value to the intelligent brake controller 3 during deceleration control;

the intelligent brake controller 3 is configured to calculate a required braking force based on a required deceleration in deceleration control, and to distribute the required braking force between electric braking and hydraulic braking, and to transmit a brake feedback required torque to the vehicle control unit 2.

Wherein, the door takeover status flag bit information includes: when the door take-over state flag bit is 1, the whole vehicle controller 2 responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over status flag bit is 0, the whole vehicle controller 2 does not respond to the throttle requirement and responds to the required torque of the intelligent driving controller 1.

Further, the vehicle controller 2 includes a virtual accelerator pedal opening calculating unit and an accelerator adapter state flag bit information determining unit, where:

the virtual accelerator pedal opening calculating unit is used for calculating the virtual accelerator pedal opening through a pedal map based on the torque request sent by the intelligent driving controller 1 and the current vehicle speed;

Further, in some embodiments of the present invention, when determining the status flag information of the accelerator pedal, the status flag information determining unit specifically includes:

if the actual accelerator pedal opening is larger than the virtual accelerator pedal opening, the accelerator connection status flag bit is 1, and the whole vehicle controller 2 outputs driving torque in response to the accelerator requirement of a driver;

If the actual accelerator pedal opening is smaller than the virtual accelerator pedal opening, the accelerator connection status flag bit is 0, and the whole vehicle controller 2 responds to the required torque of the intelligent driving controller 1.

if the actual accelerator pedal opening is larger than the sum of the virtual accelerator pedal opening and TBD1 and reaches a first monitoring time threshold, the accelerator takeover state flag bit is 1, and the whole vehicle controller 2 responds to the accelerator demand of the driver to output driving torque, wherein TBD1 represents an accelerator pedal hysteresis value entering an accelerator takeover state;

if the actual accelerator pedal opening is smaller than the difference between the virtual accelerator pedal opening and the TBD2, and the second monitoring time threshold is reached, the accelerator connection status flag bit is 0, and the whole vehicle controller 2 responds to the request torque of the intelligent driving controller 1, wherein TBD2 represents the accelerator pedal hysteresis value of exiting the accelerator connection status.

Still further, a state machine for indicating the state of the adaptive cruise control function of the vehicle controller is disposed in the vehicle controller 2, and the state machine includes: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein:

Before the high-pressure ready on the whole vehicle, the whole vehicle controller 2 is in an initialized state;

the whole vehicle is subjected to high pressure, and after ready is fed, the whole vehicle controller 2 automatically jumps from an initialized state to an uncontrollable state;

in the uncontrollable state, the vehicle controller 2 jumps into the permanent fault state if one of the following conditions is fulfilled: the method comprises the steps of failure of the whole vehicle controller 2, failure reporting of the intelligent driving controller 1, node loss of the intelligent driving controller 1, and non-zero torque request of the intelligent driving controller 1;

in the uncontrollable state, the vehicle controller 2 jumps into the controllable state if the following conditions are met at the same time: the driving gear is D gear, the braking is not enabled, and the intelligent driving controller 1 feeds back the available state;

in the controllable state, the vehicle control unit 2 jumps into the permanent fault state if one of the following conditions is fulfilled: the whole vehicle controller 2 fails, the intelligent driving controller 1 reports the failure, and the node of the intelligent driving controller 1 is lost;

in the controllable state, the vehicle controller 2 jumps into a temporary fault state if one of the following conditions is met: the CAN signal transmission data of the intelligent driving controller 1 is checked, the frame loss detection of the CAN signal of the intelligent driving controller 1 is abnormal, the intelligent driving controller 1 reports temporary faults, the power of the whole vehicle controller 2 is limited, the torque request of the intelligent driving controller 1 is out of limit, and the torque request of the intelligent driving controller 1 is effective but the torque zone bit is ineffective;

In a controllable state, if the current gear is not D gear or braking is enabled, the whole vehicle controller 2 jumps to an uncontrollable state;

in the controllable state, the vehicle controller 2 jumps into the control activation state if any of the following conditions is met: the whole vehicle controller 2 judges that the throttle takeover state exits and the torque request value of the intelligent driving controller 1 is in a normal interval and the torque request zone bit of the intelligent driving controller 1 is effective, the intelligent driving controller 1 feeds back the activation state and the torque request value of the intelligent driving controller 1 is in the normal interval and the torque request zone bit of the intelligent driving controller 1 is effective;

in the control activated state, the vehicle controller 2 jumps into the permanent fault state if any of the following conditions is met: the whole vehicle controller 2 fails, the intelligent driving controller 1 reports the failure, and the node of the intelligent driving controller 1 is lost;

in the control activation state, the vehicle controller 2 jumps into the temporary fault state if any of the following conditions is satisfied: the method comprises the steps of limiting power of the whole vehicle controller 2, reporting faults by the intelligent driving controller 1, checking CAN signal transmission data of the intelligent driving controller 1, detecting abnormality of CAN signal frame loss of the intelligent driving controller 1, overrunning torque request of the intelligent driving controller 1, and enabling torque request of the intelligent driving controller 1 to be effective but enabling a torque request zone bit to be ineffective;

In the permanent fault state, the vehicle controller 2 jumps into an uncontrollable state if any of the following conditions is met: the current gear is not D gear and brake is enabled;

in the control activation state, the vehicle controller 2 jumps into the controllable state if any of the following conditions is satisfied: the intelligent driving controller 1 feeds back the available state, the current gear is the D gear and the braking is not enabled, and the whole vehicle controller 2 judges that the state of the throttle adapter is entered, and the current gear is the D gear and the braking is not enabled;

in the temporary fault state, the vehicle controller 2 jumps into the permanent fault state if any of the following conditions is met: the whole vehicle controller 2 fails, the intelligent driving controller 1 reports the failure, the time of the whole vehicle controller 2 in the temporary failure state exceeds a preset time threshold value, and the node of the intelligent driving controller 1 is lost;

in the temporary fault state, if any one of the following conditions is satisfied, the whole vehicle controller 2 jumps to enter a controllable state: the CAN signal transmission data of the intelligent driving controller 1 is verified, the CAN signal frame loss detection of the intelligent driving controller 1 is recovered to be normal, the intelligent driving controller 1 is recovered from faults, the torque request value of the intelligent driving controller 1 is recovered to be normal after overrun, and the torque request zone bit of the intelligent driving controller 1 is recovered to be effective.

According to the self-adaptive cruise control system for the new energy automobile, provided by the embodiment of the invention, the self-adaptive cruise control function is realized through interaction among the intelligent driving controller, the intelligent braking controller and the whole automobile controller; judging an accelerator adapter state marker bit by introducing a virtual accelerator opening degree so as to determine whether the whole vehicle controller responds to the torque requirement of an accelerator pedal or the torque requirement sent by the intelligent driving controller; the hysteresis control function is added when judging the accelerator takeover state zone bit, and when a driver steps on the accelerator under the ACC function to intervene, the influence on the drivability caused by too frequent state switching of the accelerator takeover state zone bit when the actual accelerator pedal opening is close to the virtual accelerator pedal opening is avoided; the specific working state and fault state of the whole vehicle controller in the ACC functional state are defined by developing, so that the driving safety in each use scene is ensured; on the basis of not changing the hardware structure of the vehicle, the stability and the reliability of the ACC function can be effectively improved by developing the throttle take-over state judgment logic of the VCU and developing the ACC function state machine of the VCU, and the drivability under the ACC working condition is improved.

It should be understood that the above division of the components of the adaptive cruise control system for a new energy automobile shown in fig. 4 is merely a division of logic functions, and may be fully or partially integrated into a physical entity or may be physically separated. And these components may all be implemented in software in the form of a call through a processing element; or can be realized in hardware; it is also possible that part of the components are implemented in the form of software called by the processing element and part of the components are implemented in the form of hardware. For example, some of the above modules may be individually set up processing elements, or may be integrated in a chip of the electronic device. The implementation of the other components is similar. In addition, all or part of the components can be integrated together or can be independently realized. In implementation, each step of the above method or each component above may be implemented by an integrated logic circuit of hardware in a processor element or an instruction in the form of software.

Thus, various embodiments of the present disclosure have been described in detail. In order to avoid obscuring the concepts of the present disclosure, some details known in the art are not described. How to implement the solutions disclosed herein will be fully apparent to those skilled in the art from the above description.

Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that the foregoing embodiments may be modified and equivalents substituted for elements thereof without departing from the scope and spirit of the disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. The self-adaptive cruise control method for the new energy automobile is characterized by comprising the following steps of:

2. The adaptive cruise control method of a new energy automobile according to claim 1, wherein the door takeover status flag information includes: when the door connection status flag bit is 1, the whole vehicle controller responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over state flag bit is 0, the whole vehicle controller does not respond to the throttle requirement and responds to the required torque of the intelligent driving controller.

3. The adaptive cruise control method of a new energy automobile according to claim 2, wherein the method for determining the status flag bit information of the door takeover specifically comprises:

4. The adaptive cruise control method of a new energy automobile according to claim 3, wherein the vehicle controller determines accelerator takeover status flag information according to a comparison result of the virtual accelerator pedal opening and an actual accelerator pedal opening, specifically comprising:

5. The adaptive cruise control method of a new energy automobile according to claim 3, wherein the vehicle controller determines accelerator takeover status flag information according to a comparison result of the virtual accelerator pedal opening and an actual accelerator pedal opening, specifically comprising:

6. The adaptive cruise control method of a new energy vehicle according to claim 1, wherein a state machine for representing an adaptive cruise control function state of the entire vehicle controller is provided in the entire vehicle controller, and the state machine includes: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein:

7. A new energy vehicle adaptive cruise control system employing the method according to any one of claims 1 to 6, characterized by comprising: intelligent driving controller, whole car controller and intelligent braking controller, wherein:

8. The adaptive cruise control system of a new energy vehicle of claim 7, wherein the door takeover status flag information comprises: when the door connection status flag bit is 1, the whole vehicle controller responds to the requirement of the accelerator of the driver to output driving torque; when the door take-over status flag bit is 0, the whole vehicle controller does not respond to the throttle requirement, responds to the required torque of the intelligent driving controller,

9. The adaptive cruise control system according to claim 8, wherein the accelerator pedal status flag information determining unit, when determining the accelerator pedal status flag information, specifically includes:

10. The adaptive cruise control system according to claim 7, wherein a state machine for indicating a state of an adaptive cruise control function of the vehicle controller is provided in the vehicle controller, the state machine comprising: an initialization state, an uncontrollable state, a controllable state, a control activation state, a temporary fault state, and a permanent fault state, wherein: