Vehicle speed change management method and device, equipment, storage medium and program product

Abstract

The invention relates to a vehicle speed change management method and device, equipment, a storage medium and a program product, and relates to the technical field of vehicle control. The method is applied to a vehicle and comprises the steps that under the condition that a vehicle control mode changes, the current vehicle speed and the expected vehicle speed are obtained; then, according to the first vehicle speed change gradient of the first vehicle control mode before change and the second vehicle speed change gradient of the second vehicle control mode after change, multiple third vehicle speed change gradients are determined, and one third vehicle speed change gradient corresponds to one vehicle speed change period; and finally, according to the multiple third vehicle speed change gradients and the vehicle speed change period corresponding to each third vehicle speed change gradient, the current vehicle speed is sequentially changed to the expected vehicle speed.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, equipment, storage medium and program product for managing vehicle speed changes. Background Art

[0002] As cars become more intelligent, users' requirements for driving experience are also increasing. When users encounter complex road conditions during driving, they can use the longitudinal control mode of the vehicle to adapt to their driving experience needs.

[0003] At present, the vehicle's longitudinal control modes include speed control mode and acceleration control mode, and the speed control mode and acceleration control mode are adapted to different driving scenarios. Users can switch the speed control mode and acceleration control mode based on the actual driving needs of the vehicle to cope with changes in road conditions.

[0004] However, in the above technical solution, the switching process between the two control modes may cause acceleration jumps, which in turn causes vehicle setbacks and affects the driving comfort experience. Therefore, how to ensure a smooth acceleration transition when switching between different longitudinal control modes of the vehicle has become a technical problem that needs to be solved urgently. Summary of the invention

[0005] The present application provides a vehicle speed change management method, device, equipment, storage medium and program product to at least solve the technical problem of how to ensure a smooth transition of acceleration when switching between different longitudinal control modes of a vehicle in the related art. The technical solution of the present application is as follows:

[0006] According to the first aspect of the present application, a method for managing vehicle speed changes is provided, which is applied to a vehicle, and includes: when a vehicle control mode changes, obtaining a current vehicle speed and an expected vehicle speed. According to a first vehicle speed change gradient of a first vehicle control mode before the change and a second vehicle speed change gradient of a second vehicle control mode after the change, a plurality of third vehicle speed change gradients are determined, and one third vehicle speed change gradient corresponds to one vehicle speed change cycle. According to the plurality of third vehicle speed change gradients and the vehicle speed change cycles corresponding to each third vehicle speed change gradient, the current vehicle speed is sequentially changed to the expected vehicle speed.

[0007] According to the above technical means, when the vehicle driving mode changes, the acceleration change rates of the two different vehicle control modes before and after the change are transitioned, and the acceleration change rate of the vehicle control mode before the change is smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0008] In a possible implementation, the above “determining a plurality of third vehicle speed change gradients according to a first vehicle speed change gradient of a first vehicle control mode before the change and a second vehicle speed change gradient of a second vehicle control mode after the change” includes: when a difference between a current vehicle speed and an expected vehicle speed is greater than a preset threshold, determining a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient and the second vehicle speed change gradient.

[0009] According to the above technical means, when the vehicle driving mode changes, if the current vehicle speed and the expected vehicle speed differ greatly, the acceleration change rates of the two different vehicle control modes before and after the change can be transitioned, and the acceleration change rate of the vehicle control mode before the change can be smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0010] In a possible implementation, the method further includes: when the difference between the current vehicle speed and the expected vehicle speed is less than or equal to a preset threshold, changing the current vehicle speed to the expected vehicle speed according to a first vehicle speed change gradient.

[0011] According to the above-mentioned technical means, when the vehicle driving mode changes, if the difference between the current vehicle speed and the expected vehicle speed is small, the acceleration change rate of the vehicle driving mode before the change can continue to be maintained to change the current vehicle speed to the expected vehicle speed. Under the premise of ensuring that there is no acceleration bump, the acceleration can be quickly adjusted to improve the vehicle response speed.

[0012] In a possible implementation manner, the third vehicle speed change gradient is located within an interval formed by the first vehicle speed change gradient and the second vehicle speed change gradient.

[0013] According to the above technical means, by limiting the acceleration change rate used for smooth transition within a predetermined range, a sudden increase in acceleration or a sudden decrease in deceleration can be avoided, thereby improving driving performance and user experience.

[0014] In a possible implementation, the total duration of vehicle speed change cycles corresponding to multiple third vehicle speed change gradients is less than the target duration, and the target duration is equal to the sum of the duration for the current vehicle speed to change to the expected vehicle speed under the first vehicle control mode and the preset duration.

[0015] According to the above-mentioned technical means, the total duration used for the speed change cycles corresponding to the multiple third speed change gradients obtained in the second vehicle control mode should be less than the duration for maintaining the current vehicle speed to change to the expected vehicle speed in the first vehicle control mode. If the total duration used for the speed change cycles corresponding to the multiple third speed change gradients obtained in the second vehicle control mode is greater than the duration for maintaining the current vehicle speed to change to the expected vehicle speed in the first vehicle control mode, the exceeding duration should be controlled within the preset duration to avoid delays in vehicle reaction time due to mode switching.

[0016] In a possible implementation, the first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle acceleration, and the current vehicle speed and the expected vehicle speed are both vehicle acceleration. Alternatively, the first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle deceleration, and the current vehicle speed and the expected vehicle speed are both vehicle deceleration.

[0017] According to the above technical means, the vehicle acceleration can be subsequently smoothly transitioned, and the vehicle deceleration can be subsequently smoothly transitioned to avoid driving discomfort caused by a sudden increase in vehicle acceleration or a sudden decrease in vehicle deceleration.

[0018] In a possible implementation manner, the vehicle control mode is a longitudinal control mode, and the longitudinal control mode includes a vehicle speed control mode and an acceleration control mode.

[0019] According to the above-mentioned technical means, during the driving process of the vehicle, for the change of the longitudinal control mode, a subsequent smooth transition can be performed when changing from the vehicle speed control mode to the acceleration control mode, or when changing from the acceleration control mode to the vehicle speed control mode, so as to ensure the driving stability and comfort of the user during the vehicle driving process.

[0020] According to a second aspect provided by the present application, a vehicle speed change management device is provided, which is applied to a vehicle, and the device includes: an acquisition module and a processing module.

[0021] The acquisition module is used to acquire the current vehicle speed and the expected vehicle speed when the vehicle control mode changes. The processing module is used to determine a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient of the first vehicle control mode before the change and the second vehicle speed change gradient of the second vehicle control mode after the change, wherein one third vehicle speed change gradient corresponds to one vehicle speed change cycle. The processing module is also used to sequentially change the current vehicle speed to the expected vehicle speed according to the plurality of third vehicle speed change gradients and the vehicle speed change cycle corresponding to each third vehicle speed change gradient.

[0022] In a possible implementation, the processing module is specifically configured to determine a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient and the second vehicle speed change gradient when the difference between the current vehicle speed and the expected vehicle speed is greater than a preset threshold.

[0023] In a possible implementation manner, the processing module is further configured to change the current vehicle speed to the expected vehicle speed according to the first vehicle speed change gradient when the difference between the current vehicle speed and the expected vehicle speed is less than or equal to a preset threshold.

[0024] According to a third aspect provided by the present application, an electronic device is provided, comprising: a processor and a memory for storing instructions executable by the processor, wherein the processor is configured to execute the instructions to implement a method of any possible implementation of the first aspect above.

[0025] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute a method of any possible implementation of the above-mentioned first aspect.

[0026] According to a fifth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, and when the computer instructions are executed on an electronic device, the electronic device executes a method of any possible implementation of the first aspect above.

[0027] Therefore, the above technical features of the present application have the following beneficial effects:

[0028] (1) When the vehicle driving mode changes, the acceleration change rates of the two different vehicle control modes before and after the change are transitioned, and the acceleration change rate of the vehicle control mode before the change is smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0029] (2) When the vehicle driving mode changes, if the current vehicle speed and the expected vehicle speed differ greatly, the acceleration change rates of the two different vehicle control modes before and after the change can be transitioned. The acceleration change rate of the vehicle control mode before the change is smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0030] (3) When the vehicle driving mode changes, if the difference between the current vehicle speed and the expected vehicle speed is small, the acceleration change rate of the vehicle driving mode before the change can be maintained to change the current vehicle speed to the expected vehicle speed. Under the premise of ensuring that there is no acceleration bump, the acceleration can be quickly adjusted to improve the vehicle response speed.

[0031] (4) By limiting the acceleration change rate used for smooth transition within a predetermined range, sudden increases in acceleration or sudden decreases in deceleration can be avoided, thereby improving driving performance and user experience.

[0032] (5) The total duration of the speed change cycles corresponding to the multiple third speed change gradients obtained under the second vehicle control mode shall be less than the duration of maintaining the current vehicle speed to change to the expected vehicle speed under the first vehicle control mode. If the total duration of the speed change cycles corresponding to the multiple third speed change gradients obtained under the second vehicle control mode is greater than the duration of maintaining the current vehicle speed to change to the expected vehicle speed under the first vehicle control mode, the excess duration shall be controlled within the preset duration to avoid delays in vehicle response time due to mode switching.

[0033] (6) A subsequent smooth transition can be made to the vehicle acceleration, and a subsequent smooth transition can be made to the vehicle deceleration, so as to avoid driving discomfort caused by a sudden increase in vehicle acceleration or a sudden decrease in vehicle deceleration.

[0034] (7) During vehicle driving, for changes in the longitudinal control mode, a subsequent smooth transition can be performed when changing from the vehicle speed control mode to the acceleration control mode, or when changing from the acceleration control mode to the vehicle speed control mode, so as to ensure the driving stability and comfort of the user during vehicle driving.

[0035] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0036] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0038] Figure 1 is a schematic diagram of a communication system according to an exemplary embodiment;

[0039] Figure 2is a schematic diagram showing an example of a vehicle speed change management device according to an exemplary embodiment;

[0040] Figure 3 is a schematic diagram showing an example of switching a vehicle control mode according to an exemplary embodiment;

[0041] Figure 4 is a flow chart of a method for managing vehicle speed changes according to an exemplary embodiment;

[0042] Figure 5 is a flow chart showing another method for managing vehicle speed changes according to an exemplary embodiment;

[0043] Figure 6 is a flow chart showing another method for managing vehicle speed changes according to an exemplary embodiment;

[0044] Figure 7 is a flow chart showing another method for managing vehicle speed changes according to an exemplary embodiment;

[0045] Figure 8 is a flow chart showing another method for managing vehicle speed changes according to an exemplary embodiment;

[0046] Fig. 9 is a block diagram of a vehicle speed change management device according to an exemplary embodiment;

[0047] Fig.10 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0048] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0049] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0050] Before introducing in detail the method for managing vehicle speed changes according to the embodiment of the present application, the implementation environment and application scenarios of the embodiment of the present application are first introduced.

[0051] As cars become more intelligent, drivers' requirements for vehicle driving experience are also increasing. Currently, there are multiple control modes for vehicles on the market, among which the longitudinal control modes of vehicles include vehicle speed control mode, acceleration control mode, etc.

[0052] Different vehicle control modes have different advantages. The advantage of the speed control mode is that it can ensure a linear relationship between the driving device and the vehicle speed in low-speed scenarios. During driving, the driver's intention to control the vehicle speed is more direct, and the driving device has a direct mapping relationship with the vehicle speed. However, the control accuracy of the vehicle speed is low in high-speed scenarios, and under high-speed cruising conditions, it is necessary to continue to operate the driving device to stabilize the driving device's travel. When encountering complex road conditions, such as when the vehicle is going uphill or downhill or on an uneven road surface, it is difficult to maintain a stable speed, and the driver needs to constantly adjust the driving device. The driving operation volume is large, and the driver's operation of the driving device will cause changes in the driving device's travel due to changes in road conditions and bumps, which in turn causes a large change in the vehicle speed.

[0053] The advantage of the acceleration control mode is that it can achieve constant speed driving in high-speed cruising scenarios without additional operation of the driving device, and when encountering complex road conditions such as ups and downslopes or uneven roads, there is no need to operate the driving device to achieve constant speed driving. For example, when cruising, the driving device is not operated, and the driving device sends a zero acceleration command to the basic vehicle. The basic vehicle controls the vehicle with zero acceleration through the zero acceleration command of the driving device to keep the speed unchanged. At the same time, due to the high control accuracy of the acceleration control mode, the change of vehicle speed can be accurately controlled by operating the driving device during driving, and the vehicle speed can be fine-tuned in high-speed cruising scenarios. Compared with the speed control mode, the acceleration control mode eliminates the need for continuous control of the driving input device during cruising, and the vehicle speed can be maintained without operation when going up and down slopes. The driving operation amount is small, but the disadvantage is that the linear relationship between the driving device travel and the vehicle speed cannot be guaranteed, and the control of the vehicle speed is not intuitive.

[0054] The vehicle speed control mode and the acceleration control mode each have their own advantages, but due to the different control methods of the two control modes, there is currently no switching between the two driving modes on traditional cars. The traditional single driving mode can no longer meet customers' needs for vehicle driving experience.

[0055] Therefore, when the road conditions change while the vehicle is driving, the driver can switch between the two control modes, so that there are two control modes on one vehicle and they can be switched.

[0056] However, when switching between the vehicle speed control mode and the acceleration control mode, since the accelerations output to the base vehicle in the two control modes are different, the acceleration will jump, thereby causing the vehicle to jerk.

[0057] like Figure 1 As shown in the figure, taking the joystick drive-by-wire system as an example, one joystick position corresponds to one acceleration. In different control modes, the same position corresponds to different accelerations. In the vehicle speed control mode, when the joystick position is Q, the corresponding speed is V, the acceleration is a1, and the speeds at both ends of the joystick are the maximum vehicle speed V max or minimum vehicle speed V min In the vehicle speed control mode, when the joystick position is Q, the corresponding speed is V, the acceleration is a2, and the accelerations at both ends of the joystick are the maximum acceleration a max or minimum acceleration a min There are three situations when the vehicle switches driving modes. When the vehicle accelerates, acceleration a1 is greater than 0 and a2 is greater than 0; when the vehicle is driving at a constant speed, acceleration a1 is equal to 0 and a2 is greater than 0; when the vehicle is decelerating, acceleration a1 is less than 0 and a2 is greater than 0. In other words, in most cases, a1≠a2, that is, switching driving modes while driving will cause the acceleration value sent to the base vehicle to jump.

[0058] In summary, how to ensure a smooth transition of acceleration when switching between different longitudinal control modes of the vehicle is a technical problem that needs to be solved urgently.

[0059] In order to solve the above problems, an embodiment of the present application provides a method for managing vehicle speed changes, which is applied to scenarios for managing vehicle speed changes, including: when a vehicle driving mode changes, transition processing is performed on the acceleration change rates of two different vehicle control modes before and after the change, and the acceleration change rate of the vehicle control mode before the change is smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0060] The implementation environment of the embodiments of the present application is introduced below.

[0061] Figure 2 A schematic diagram of a communication system according to an exemplary embodiment is shown as follows Figure 2 As shown, the communication system includes: a collection device 201 and a vehicle speed change management device (such as a management device 202). The collection device 201 and the management device 202 are both deployed in the vehicle, and the management device 202 can communicate with the collection device 201 by wired / wireless communication.

[0062] Specifically, the acquisition device 201 can acquire the change state (change action, ChangeAct) of the vehicle control mode in the vehicle, and when the vehicle control mode changes, acquire the current speed of the vehicle, and transmit the acquired current speed to the management device 202. Then, the management device 202 can determine a plurality of third speed change gradients within the first speed change gradient and the second speed change gradient interval based on the locally preset expected speed, according to the first speed change gradient of the first vehicle control mode before the change and the second speed change gradient of the second vehicle control mode after the change, wherein one third speed change gradient corresponds to one speed change cycle. And based on the plurality of third speed change gradients and the speed change cycle corresponding to each third speed change gradient, the current speed changes sequentially and smoothly transitions to the expected speed.

[0063] It should be noted that the first vehicle speed change gradient and the second vehicle speed change gradient are both the change gradients of vehicle acceleration, and the current vehicle speed and the expected vehicle speed are both the vehicle acceleration. Alternatively, the first vehicle speed change gradient and the second vehicle speed change gradient are both the change gradients of vehicle deceleration, and the current vehicle speed and the expected vehicle speed are both the vehicle deceleration.

[0064] It should be noted that the embodiment of the present application does not limit the acquisition device 201. The acquisition device 201 can be an acceleration / deceleration sensor in the vehicle, or the acquisition device 201 can be a laser radar in the vehicle, or the acquisition device 201 can be a joystick device in the vehicle.

[0065] This application takes the acquisition device 201 as an example, which is a joystick device in a vehicle, to collect the current vehicle speed. Figure 3 As shown, through an external joystick device, on a vehicle that supports wire control technology, by operating the joystick device, the driver's speed control intention in the speed control mode or the acceleration control intention in the acceleration control mode is obtained to achieve the purpose of controlling the movement of the vehicle. The two driving modes cannot be activated at the same time and are mutually exclusive. When the vehicle is in speed control mode, the speed control intention at the origin of the Y axis of the joystick is 0%, at which time the speed is 0, and the speed control intentions at both ends of the Y axis of the joystick are 100% or -100%, respectively, at which time the speeds are the maximum speed V max or minimum vehicle speed V min When the vehicle is in acceleration control mode, the acceleration control intention of the Y-axis origin of the joystick is 0%, at which time the acceleration is 0, and the acceleration control intentions at both ends of the Y-axis of the joystick are 100% or -100%, at which time the accelerations are the maximum acceleration a max or minimum acceleration a min .

[0066] Optionally, the embodiment of the present application does not limit the management device 202, and the management device 202 may be an onboard host in the vehicle, or the management device 202 may be an onboard computer in the vehicle.

[0067] For ease of understanding, the vehicle speed change management method provided in this application is specifically introduced below with reference to the accompanying drawings. Figure 4 is a flow chart of a method for managing vehicle speed changes according to an exemplary embodiment. Figure 4 As shown, the method comprises the following steps:

[0068] S401. When the vehicle control mode changes, obtain the current vehicle speed and the expected vehicle speed.

[0069] The current vehicle speed is the vehicle speed when the vehicle control mode changes, and the expected vehicle speed is the required vehicle speed to be achieved before the vehicle control mode changes.

[0070] Optionally, the current vehicle speed and the expected vehicle speed are both vehicle acceleration. Alternatively, the current vehicle speed and the expected vehicle speed are both vehicle deceleration (i.e., braking acceleration).

[0071] That is to say, the present application can perform a subsequent smooth transition on the vehicle acceleration, and can also perform a subsequent smooth transition on the vehicle deceleration, so as to avoid driving discomfort caused by a sudden increase in vehicle acceleration or a sudden decrease in vehicle deceleration.

[0072] It should be noted that the vehicle control mode may be a longitudinal control mode, and the longitudinal control mode may include a vehicle speed control mode and an acceleration control mode.

[0073] That is to say, during vehicle driving, for changes in the longitudinal control mode, the present application can perform a subsequent smooth transition when changing from the vehicle speed control mode to the acceleration control mode, or from the acceleration control mode to the vehicle speed control mode, to ensure the driving stability and comfort of the user during vehicle driving.

[0074] As a possible implementation method, a collection device is deployed in the vehicle, and the vehicle can collect the change status of the vehicle control mode through the collection device, and obtain the current vehicle speed when the vehicle control mode changes.

[0075] In addition, a management device is deployed in the vehicle, and the management device stores the expected vehicle speed input (or set) by the user before the vehicle control mode changes.

[0076] S402. Determine a plurality of third vehicle speed change gradients according to a first vehicle speed change gradient of a first vehicle control mode before the change and a second vehicle speed change gradient of a second vehicle control mode after the change.

[0077] The first vehicle speed change gradient is used to indicate the vehicle speed change rate when the vehicle is in the first vehicle control mode. Similarly, the second vehicle speed change gradient is used to indicate the vehicle speed change rate when the vehicle is in the second vehicle control mode.

[0078] For example, if the first vehicle speed change gradient is 3 m / s 3 , the vehicle always moves at 3 m / s in the first vehicle control mode 2 The acceleration is increased. Similarly, if the second vehicle speed change gradient is 5 m / s 3 , the vehicle always moves at 5 m / s in the second vehicle control mode 2 Increment the acceleration.

[0079] It should be noted that in the embodiment of the present application, the first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle acceleration, or the first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle deceleration.

[0080] Exemplarily, if the first vehicle speed change gradient of the first vehicle control mode before the change is 3 and the second vehicle speed change gradient of the second vehicle control mode after the change is 5, then the first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle acceleration.

[0081] Similarly, if the first vehicle speed change gradient of the first vehicle control mode before the change is -3, and the second vehicle speed change gradient of the second vehicle control mode after the change is -5, then the first vehicle speed change gradient and the second vehicle speed change gradient are both the change gradients of the vehicle deceleration.

[0082] That is to say, the present application can smoothly increase the change gradient of the vehicle acceleration, and can also smoothly decrease the vehicle deceleration, so as to ensure that the vehicle state changes smoothly during the acceleration and deceleration changes, thereby improving driving comfort and safety.

[0083] In the embodiment of the present application, a third vehicle speed change gradient corresponds to a vehicle speed change cycle, and the third vehicle speed change gradient is used to indicate a vehicle speed change rate of the vehicle within a vehicle speed change cycle.

[0084] For example, if the third vehicle speed change gradient A is 3 m / s 3 , and the duration of the speed change period A corresponding to the third speed change gradient A is 1 second, then the acceleration of the vehicle increases by 3 m / s during the speed change period A 2 .

[0085] It should be noted that the third vehicle speed change gradient is located within the interval formed by the first vehicle speed change gradient and the second vehicle speed change gradient.

[0086] For example, if the first vehicle speed change gradient is 2 and the second vehicle speed change gradient is 5, then each third vehicle speed change gradient is greater than (or equal to) 2 and less than (or equal to) 5, and is located within the interval formed by the first vehicle speed change gradient and the second vehicle speed change gradient, such as multiple third vehicle speed change gradients include: 2, 2.1, 2.5, 2.9, 3.5, 4.8, 5.

[0087] That is to say, the present application can avoid a sudden increase in acceleration or a sudden decrease in deceleration by limiting the acceleration change rate used for smooth transition within a predetermined range, thereby improving driving performance and user experience.

[0088] As a possible implementation, the vehicle stores a preset weight value. The vehicle can calculate the product result between the second vehicle speed change gradient and the preset weight value, and use the product result and the first vehicle speed change gradient as the first third vehicle speed change gradient (i.e., the third vehicle speed change gradient of the first vehicle speed change cycle) for the first time. Then, the vehicle can continue to accumulate the product result based on the third vehicle speed change gradient corresponding to the first vehicle speed change cycle to obtain the third vehicle speed change gradient corresponding to the next vehicle speed change cycle (i.e., the second vehicle speed change cycle) (i.e., the second third vehicle speed change gradient). Afterwards, the vehicle can use the second vehicle speed change gradient as the final accumulation target (i.e., the maximum vehicle speed change gradient), and repeat the above steps in sequence until a third vehicle speed change gradient greater than or equal to the second vehicle speed change gradient (i.e., the last third vehicle speed change gradient) is obtained, and the last third vehicle speed change gradient is corrected to the second vehicle speed change gradient to obtain multiple third vehicle speed change gradients.

[0089] Exemplarily, if the first vehicle speed change gradient of the first vehicle control mode is 2, the second vehicle speed change gradient of the changed second vehicle control mode is 4, and the preset weight value is 0.1, then the change process from the first vehicle speed change gradient to the second vehicle speed change gradient has a total of 5 cycles, and the duration of each speed change cycle is 1s. Then the corresponding third vehicle speed change gradient in the first speed change cycle is 2.4, the corresponding third vehicle speed change gradient in the second speed change cycle is 2.8, the corresponding third vehicle speed change gradient in the third speed change cycle is 3.2, the corresponding third vehicle speed change gradient in the fourth speed change cycle is 3.6, and the corresponding third vehicle speed change gradient in the fifth speed change cycle is 4.

[0090] It should be noted that the total duration of the vehicle speed change cycles corresponding to multiple third vehicle speed change gradients is less than the target duration, and the target duration is equal to the sum of the duration for the current vehicle speed to change to the expected vehicle speed under the first vehicle control mode and the preset duration.

[0091] For example, if the time it takes for the current vehicle speed to change to the expected vehicle speed in the first vehicle control mode is 3 seconds (s), and the expected time is 0.5s, then the total duration of the speed change cycles corresponding to multiple third speed change gradients in the second vehicle control mode after the vehicle mode is switched should be less than 3.5s (such as 3.2s).

[0092] That is to say, the management device pre-stores a preset time length. The total time length used for the speed change cycles corresponding to the multiple third speed change gradients obtained in the second vehicle control mode should be less than the time length for maintaining the current vehicle speed to change to the expected vehicle speed in the first vehicle control mode. If the total time length used for the speed change cycles corresponding to the multiple third speed change gradients obtained in the second vehicle control mode is greater than the time length for maintaining the current vehicle speed to change to the expected vehicle speed in the first vehicle control mode, the exceeding time length should be controlled within the preset time length to avoid delays in vehicle reaction time due to mode switching.

[0093] S403. According to a plurality of third vehicle speed change gradients and a vehicle speed change cycle corresponding to each third vehicle speed change gradient, sequentially change the current vehicle speed to an expected vehicle speed.

[0094] Exemplarily, the plurality of third speed change gradients include: 2.1, 2.2 and 2.3, and the speed change period A corresponding to 2.1 is from 8:11:12 am to 8:11:13 am, the speed change period B corresponding to 2.2 is from 8:11:13 am to 8:11:14 am, and the speed change period C corresponding to 2.3 is from 8:11:14 am to 8:11:15 am. If the current speed of the vehicle at 8:11:12 am is 2, the vehicle can reach the expected speed of 7.6 through the gradient changes of 2.1, 2.2 and 2.3 in the process from 8:11:12 am to 8:11:15 am.

[0095] As a possible implementation, the management device may pre-store a preset threshold. The management device may determine the magnitude relationship between the difference between the current vehicle speed and the expected vehicle speed and the preset threshold according to the preset threshold. If the management device determines that the difference between the current vehicle speed and the expected vehicle speed is greater than the preset threshold, the management device determines multiple third vehicle speed change gradients according to the first vehicle speed change gradient and the second vehicle speed change gradient. And according to the multiple third vehicle speed change gradients and the vehicle speed change cycle corresponding to each third vehicle speed change gradient, the current vehicle speed is sequentially changed to the expected vehicle speed.

[0096] That is to say, when the vehicle driving mode changes, if the current vehicle speed and the expected vehicle speed differ greatly, the acceleration change rates of the two different vehicle control modes before and after the change can be transitioned, and the acceleration change rate of the vehicle control mode before the change can be smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0097] Optionally, if the management device determines that the difference between the current vehicle speed and the expected vehicle speed is less than or equal to a preset threshold, the management device changes the current vehicle speed to the expected vehicle speed according to the first vehicle speed change gradient.

[0098] That is to say, when the vehicle driving mode changes, if the difference between the current vehicle speed and the expected vehicle speed is small, the acceleration change rate of the vehicle driving mode before the change can be maintained to change the current vehicle speed to the expected speed. Under the premise of ensuring no acceleration bumps, the acceleration can be quickly adjusted to improve the vehicle response speed.

[0099] The technical solution provided by the above embodiment brings at least the following beneficial effects: when the vehicle driving mode changes, the acceleration change rates of the two different vehicle control modes before and after the change are transitionally processed, and the acceleration change rate of the vehicle control mode before the change is smoothly transitioned to the acceleration change rate of the vehicle control mode after the change through multiple small cycles, so as to achieve a smooth transition from the current vehicle speed to the expected vehicle speed and avoid driving bumps.

[0100] The following is an introduction to the vehicle speed change management method provided in the embodiment of the present application with reference to a specific example, including the following steps 1-4:

[0101] Step 1: After the driving mode is switched, when the new acceleration demand changes significantly compared to the actual acceleration in the previous cycle, it is necessary to prevent the acceleration output from changing suddenly to reduce the sense of frustration. By correcting the acceleration, the acceleration output changes smoothly, while satisfying the driver's function of actively correcting the acceleration through the joystick.

[0102] like Figure 5 As shown, by inputting the latest acceleration demand value (i.e. the above-mentioned expected vehicle speed, such as a new ), joystick position 1 (i.e., the joystick position corresponding to the expected vehicle speed, such as Q), a vehicle driving mode switching flag (such as ChangeAct, if it is 1, it indicates that a switch has occurred, and if it is 0, it indicates that no switch has occurred), and the vehicle driving mode switching flag is identified (i.e., it is determined that ChangeAct = 1). If the vehicle driving mode switching flag is identified to indicate that a switch has occurred (i.e., ChangeAct = 1), the vehicle acceleration when the vehicle driving mode is switched (i.e., the current output acceleration value stored at the moment when the driving mode changes, such as a oldStore) as the current vehicle speed (i.e. a old =a oldStore ), the expected vehicle speed before the vehicle driving mode is switched (i.e., the latest acceleration demand value stored at the moment of driving mode change, such as a newStore ) as the expected vehicle speed after the vehicle driving mode is switched (i.e., a new =a newStore ), the corresponding joystick position when the vehicle control mode changes (that is, the current joystick position value Q stored at the moment of driving mode change) store ) as the rocker position 2 (i.e. Q′=Q store ), and the speed change gradient of the original speed control mode before the speed control mode changes (such as the initial value R, which can be calibrated, with a value range of 0.1 to 1, for example, a value of 0.1) is used as the default speed change gradient (ie, GradMax′=R).

[0103] After that, it is determined whether the difference between the expected speed and the current speed is greater than a preset threshold (i.e. | expected speed - current speed |> preset threshold, such as |a new -a old |>0.05), if not satisfied (i.e. |a new -a old |≤0.05), then determine the next output vehicle speed (i.e. the output value a after acceleration correction) out ) directly changes from the current speed to the expected speed (i.e. output speed = expected speed, such as a out =a new ). If it satisfies (i.e. |a new -a old |>0.05), then determine the relationship between the expected speed and the current speed (i.e., expected speed>current speed, such as a new >a old ), if it satisfies (i.e. a new >a old ), then proceed to step 2 to obtain the acceleration positive correction gradient value (i.e. the above-mentioned vehicle speed change gradient, such as GradMax), and then proceed to step 3 to obtain the next output vehicle speed (i.e. a out ). If not satisfied (i.e. a new ≤a old ), then proceed to step 4 to obtain a out The final output is a out After that, delay one cycle (i.e. ), and the output speed of the previous cycle is used as the current speed (i.e. a old =a out ) Repeat the above steps (that is, jump to the judgment "|a new -a old |>0.05” for the cycle).

[0104] Step 2: Calculate the dynamic GradMax. When a new > a old is true, the system can passively correct the positive acceleration change gradient. That is, according to the driver's operation of the joystick, the driver can actively and positively correct the acceleration change gradient. When the driving mode is switched, if the driver does not push the joystick forward, the positive acceleration correction gradient value GradMax is small, making the acceleration change slow. If the driver pushes the joystick forward, the positive acceleration correction gradient value GradMax will gradually increase, making the acceleration change from small to large, and the driver can actively and positively correct the acceleration change gradient.

[0105] As Figure 6 shown, the vehicle determines the magnitude relationship between the difference between joystick position 1 and joystick position 2 and the preset difference (i.e., joystick position 1 > joystick position 2 + preset difference, such as Q > Q store + 0.05) by inputting joystick position 1. Then, when the difference between joystick position 1 and joystick position 2 is less than or equal to the preset difference (i.e., Q ≤ Q store + 0.05), the vehicle can use the default vehicle speed change gradient as the positive acceleration correction gradient value (i.e., positive acceleration correction gradient value = default vehicle speed change gradient, such as GradMax = R). After that, when the difference between joystick position 1 and joystick position 2 is greater than the preset difference (i.e., Q > Q store + 0.05), the vehicle can determine the magnitude relationship between the vehicle speed change gradient of the original vehicle speed control mode before the vehicle speed control mode change and the vehicle speed change gradient of the new vehicle speed control mode after the vehicle speed control mode change (such as the maximum value K of GradMax, which can be calibrated, and the value range is 1 to 5, for example, the value is 3) (i.e., vehicle speed change gradient of the original vehicle speed control mode < vehicle speed change gradient of the new vehicle speed control mode, such as GradMax′ < K), and when the vehicle speed change gradient of the original vehicle speed control mode is less than the vehicle speed change gradient of the new vehicle speed control mode (i.e., GradMax′ < K), calculate a new vehicle speed change gradient through Formula 1 (i.e., accumulate the product of the vehicle speed change gradient of the new vehicle speed control mode and the preset weight value on the basis of the default vehicle speed change gradient) as the positive acceleration correction gradient value. Formula 1 is as follows:

[0106] GradMax = GradMax′ + K * 0.01 Formula 1.

[0107] Among them, GradMax is used to indicate the new vehicle speed change gradient (i.e., the positive acceleration correction gradient value), GradMax′ is used to indicate the default vehicle speed change gradient, K is used to indicate the vehicle speed change gradient of the new vehicle speed control mode, and 0.01 is used to indicate an example value of the preset weight value.

[0108] In addition, after one cycle (i.e., 1 / z), the vehicle can repeat the above steps with the new vehicle speed change gradient as the vehicle speed change gradient of the original vehicle speed control mode. When the new vehicle speed change gradient is less than the vehicle speed change gradient of the new vehicle speed control mode, the new vehicle speed change gradient is used as the default vehicle speed change gradient in Formula 1 to update the new vehicle speed change gradient, and the updated new vehicle speed change gradient is used as the acceleration positive correction gradient value.

[0109] Alternatively, when the new vehicle speed change gradient is greater than or equal to the vehicle speed change gradient of the new vehicle speed control mode, the new vehicle speed change gradient is corrected to the vehicle speed change gradient of the new vehicle speed control mode, and the vehicle speed change gradient of the new vehicle speed control mode is used as the acceleration positive correction gradient value (i.e., acceleration positive correction gradient value = vehicle speed change gradient of the new vehicle speed control mode).

[0110] Exemplarily, by inputting Q, judge Q > Q store +0.05. If not satisfied, then GradMax = R. If satisfied, then judge whether the current GradMax < K. If not satisfied, then GradMax = K. If satisfied, then output GradMax = GradMax′ + K * 0.01, and then jump to the "judge Q > Q store +0.05 module" for loop.

[0111] Step 3: The main function is when a new > a old , and a new - a old > 0.05, by the input GradMax, limit the change of acceleration to limit the change amount of a out , and prevent a large jump in the output acceleration a out . As shown in Figure 7 , the module inputs the expected vehicle speed, the current vehicle speed, and the acceleration positive correction gradient value, and judges the magnitude relationship between the difference between the expected vehicle speed and the current vehicle speed and the acceleration positive correction gradient value (i.e., expected vehicle speed - current vehicle speed > acceleration positive correction gradient value, a new - a old > GradMax). If satisfied (i.e., a new - a old > GradMax), then calculate and output the output vehicle speed a out calculated by Formula 2.

[0112] a out = a old + GradMax * dT Formula 2.

[0113] If not satisfied (i.e., anew -a old ≤GradMax), then the output speed is determined to be equal to the expected speed (i.e., a out =a new ). Output a unique a through the above conditions out Then jump to "Judge a new -a old >0.05” for the cycle.

[0114] Wherein, dT is the system operation period, for example, dT is 0.01s.

[0115] Step 4, the main function is, when a new old , a new -a old When <-0.05, two parameters are used: Accumulat reduce part (AcReducePart) 1 and AccReducePart2 to limit the change of acceleration. out The change in the output acceleration a out This step can realize the system passive correction of the negative acceleration gradient, and according to the driver's operation of the joystick, the driver can actively correct the negative acceleration gradient. After switching the driving mode, if the driver does not pull the joystick back, the acceleration will slowly decrease in the negative direction, and the decreasing gradient will increase with a new with a old If the driver pulls the joystick backward, the acceleration decreases rapidly in the negative direction, and the decreasing gradient changes with the position of the joystick Q, thus enabling the driver to actively correct the negative acceleration gradient.

[0116] like Figure 8 As shown, by inputting the expected vehicle speed, the current vehicle speed, the joystick position 1, and the joystick position 2 stored in step 1, the magnitude relationship between the difference between the joystick position 1 and the joystick position 2 and the expected threshold value is determined (such as the joystick position 1-the joystick position 2 < the expected threshold value, i.e., QQ store <-0.05, if not satisfied (i.e. QQ store ≥-0.05), then the output vehicle speed is calculated according to Formula 3.

[0117]

[0118] If satisfied (i.e. QQ store <-0.05), then the output vehicle speed is calculated according to Formula 4.

[0119] ​

[0120] The final output is a out Only, after a delay of one cycle, jump to "judgment a new -a old <-0.05” for the cycle.

[0121] Among them, AccReducePart1 is the base of the negative slow acceleration gradient change, which can be calibrated and the value range is -0.1 to -1, for example, the value is -0.7; AccReducePart2 is the base of the negative fast acceleration gradient change, which can be calibrated and the value range is -3 to -5, for example, the value is -5.

[0122] It is understandable that by processing the acceleration value output by the speed control mode to the base vehicle and the acceleration value output by the acceleration control mode to the base vehicle through the acceleration transition algorithm when the speed control mode and the acceleration control mode are switched, the vehicle setback caused by the acceleration jump can be prevented, and the acceleration of the vehicle can maintain a smooth transition after the driving mode is switched, thereby improving driving comfort. At the same time, an active correction acceleration gradient function is provided. After the driver switches the driving mode, he can realize active and rapid correction acceleration by operating the joystick, thereby improving driving experience and driving pleasure.

[0123] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the vehicle speed change management device or equipment includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0124] The embodiment of the present application can divide the vehicle speed change management device or equipment into functional modules according to the above method. For example, the vehicle speed change management device or equipment can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0125] Fig. 9is a block diagram of a vehicle speed change management device according to an exemplary embodiment, wherein the vehicle speed change management device is applied to a vehicle and is used to perform Figure 4 The vehicle speed change management device 900 includes: an acquisition module 901 and a processing module 902 .

[0126] The acquisition module 901 is used to acquire the current vehicle speed and the expected vehicle speed when the vehicle control mode changes. The processing module 902 is used to determine a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient of the first vehicle control mode before the change and the second vehicle speed change gradient of the second vehicle control mode after the change, wherein one third vehicle speed change gradient corresponds to one vehicle speed change cycle. The processing module 902 is also used to sequentially change the current vehicle speed to the expected vehicle speed according to the plurality of third vehicle speed change gradients and the vehicle speed change cycle corresponding to each third vehicle speed change gradient.

[0127] In a possible implementation, the processing module 902 is specifically configured to determine a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient and the second vehicle speed change gradient when the difference between the current vehicle speed and the expected vehicle speed is greater than a preset threshold.

[0128] In a possible implementation manner, the processing module 902 is further configured to change the current vehicle speed to the expected vehicle speed according to the first vehicle speed change gradient when the difference between the current vehicle speed and the expected vehicle speed is less than or equal to a preset threshold.

[0129] Regarding the device in the above embodiment, the specific manner in which each unit performs the operation has been described in detail in the embodiment of the method, and will not be elaborated here.

[0130] Fig.10 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Fig.10 As shown, the electronic device 1000 includes but is not limited to: a processor 1001 and a memory 1002 .

[0131] The memory 1002 is used to store executable instructions of the processor 1001. It can be understood that the processor 1001 is configured to execute instructions to implement the vehicle speed change management method in the above embodiment.

[0132] It should be noted that those skilled in the art can understand that Fig.10 The electronic device structure shown in the figure does not constitute a limitation on the electronic device, and the electronic device may include Fig.10 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0133] The processor 1001 is the control center of the electronic device. It uses various interfaces and lines to connect various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 1002, and calling data stored in the memory 1002, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 1001 may include one or more processing units. Optionally, the processor 1001 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 1001.

[0134] The memory 1002 may be used to store software programs and various data. The memory 1002 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a processing unit), etc. In addition, the memory 1002 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0135] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 1002 including instructions. The above instructions can be executed by the processor 1001 of the electronic device 1000 to implement the vehicle speed change management method in the above embodiment.

[0136] In actual implementation, Fig. 9 The functions of the acquisition module 901 and the processing module 902 can be obtained by Fig.10 The processor 1001 in the memory 1002 calls the computer program stored in the memory 1002. The specific execution process can refer to the description of the vehicle speed change management method in the above embodiment, which will not be repeated here.

[0137] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0138] In an exemplary embodiment, the embodiment of the present application also provides a computer program product including one or more instructions, and the one or more instructions can be executed by a processor of an electronic device to complete the vehicle speed change management method in the above embodiment.

[0139] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned vehicle speed change management method embodiment are implemented, and the same technical effect as the above-mentioned vehicle speed change management method can be achieved. To avoid repetition, they will not be repeated here.

[0140] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0141] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0142] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0143] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0144] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

[0145] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for managing vehicle speed changes, characterized in that: Applied to a vehicle, the method comprises: Obtain the current vehicle speed and expected vehicle speed in case of a change in vehicle control mode; Determine a plurality of third vehicle speed change gradients according to a first vehicle speed change gradient of the first vehicle control mode before the change and a second vehicle speed change gradient of the second vehicle control mode after the change, wherein one third vehicle speed change gradient corresponds to one vehicle speed change cycle; The current vehicle speed is sequentially changed to the expected vehicle speed according to the multiple third vehicle speed change gradients and the vehicle speed change cycle corresponding to each of the third vehicle speed change gradients.

2. The method according to claim 1, characterized in that The determining of a plurality of third vehicle speed change gradients according to the first vehicle speed change gradient of the first vehicle control mode before the change and the second vehicle speed change gradient of the second vehicle control mode after the change comprises: When the difference between the current vehicle speed and the expected vehicle speed is greater than a preset threshold, the plurality of third vehicle speed change gradients are determined according to the first vehicle speed change gradient and the second vehicle speed change gradient.

3. The method according to claim 2, characterized in that The method further comprises: When the difference between the current vehicle speed and the expected vehicle speed is less than or equal to the preset threshold, the current vehicle speed is changed to the expected vehicle speed according to the first vehicle speed change gradient.

4. The method according to any one of claims 1 to 3, characterized in that The third vehicle speed change gradient is located within an interval formed by the first vehicle speed change gradient and the second vehicle speed change gradient.

5. The method according to any one of claims 1 to 3, characterized in that: The total duration of the vehicle speed change cycles corresponding to the multiple third vehicle speed change gradients is less than the target duration, and the target duration is equal to the sum of the duration for the current vehicle speed to change to the expected vehicle speed under the first vehicle control mode and the preset duration.

6. The method according to any one of claims 1 to 3, characterized in that The first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle acceleration, and the current vehicle speed and the expected vehicle speed are both vehicle acceleration; or, The first vehicle speed change gradient and the second vehicle speed change gradient are both change gradients of vehicle deceleration, and the current vehicle speed and the expected vehicle speed are both vehicle deceleration.

7. The method according to any one of claims 1 to 3, characterized in that The vehicle control mode is a longitudinal control mode, and the longitudinal control mode includes a vehicle speed control mode and an acceleration control mode.

8. A vehicle speed change management device, characterized in that: Applied to a vehicle, the device comprises: An acquisition module, used for acquiring the current vehicle speed and the expected vehicle speed when the vehicle control mode changes; A processing module, configured to determine a plurality of third vehicle speed change gradients according to a first vehicle speed change gradient of the first vehicle control mode before the change and a second vehicle speed change gradient of the second vehicle control mode after the change, wherein one third vehicle speed change gradient corresponds to one vehicle speed change cycle; The processing module is further used to sequentially change the current vehicle speed to the expected vehicle speed according to the multiple third vehicle speed change gradients and the vehicle speed change cycle corresponding to each of the third vehicle speed change gradients.

9. An electronic device, characterized in that: include: processor; A memory for storing the processor executable instructions; wherein the processor is configured to execute the instructions to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is capable of performing the method as claimed in any one of claims 1 to 7.

11. A computer program product, characterized in that The computer program product comprises computer program instructions which, when executed, implement the method according to any one of claims 1 to 7.

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