Vehicle control method, device, equipment and storage medium

Abstract

The present invention discloses a vehicle control method, apparatus, device, and storage medium for improving the endurance of a pure electric vehicle. The control method includes determining the type of slope on a road within a preset distance ahead of a vehicle. If the slope type includes a downhill slope, and if the vehicle does not need to output torque during the downhill slope, the vehicle's bottom speed at which it will exit the downhill slope is determined based on the slope gradient, slope length, current position, current speed, and mass of the downhill slope. Furthermore, if the bottom speed is greater than or equal to a preset speed, the vehicle is controlled to activate an energy recovery system.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle control method, device, equipment and storage medium. Background Art

[0002] With the increasing popularity of pure electric vehicles, their range is receiving increasing attention. Related technologies aim to increase the range of pure electric vehicles by focusing on improvements in power management systems, vehicle design and manufacturing, and battery capacity. For example, during driving, battery parameters are adjusted based on battery information collected by the power management system to maximize battery performance, thereby increasing range. During vehicle manufacturing, vehicle mass or drag coefficient are reduced to increase range. Furthermore, battery capacity is increased to extend range.

[0003] It can be seen that how to improve the endurance of pure electric vehicles is a technical problem that needs to be solved urgently. Summary of the Invention

[0004] The embodiments of the present invention provide a vehicle control method, device, equipment, and storage medium for improving the endurance of pure electric vehicles. To achieve the above objectives, the embodiments of the present invention adopt the following technical solutions:

[0005] In a first aspect, a vehicle control method is provided, wherein the vehicle includes an energy recovery system. The method comprises: determining the type of slope of a road ahead of the vehicle. The road ahead is a road within a preset distance ahead of the vehicle. If the slope type includes a downhill slope, and if the vehicle is in a no-torque output driving state on the downhill slope, determining the vehicle's bottom speed at exiting the downhill slope based on downhill slope information and vehicle information. The slope information includes slope gradient and slope length; the vehicle information includes the vehicle's current position, current speed, and mass. If the bottom speed is greater than or equal to a preset speed, controlling the vehicle to activate the energy recovery system.

[0006] The present invention proposes a vehicle control method, in which an electronic device determines the type of slope in front of the vehicle. Furthermore, when it is determined that the road type ahead includes a downhill slope, if the vehicle is on a downhill slope and is in a state of driving without output torque, the electronic device determines the bottom speed of the vehicle leaving the downhill slope based on the downhill slope information and vehicle information. In this way, after the electronic device of the present invention determines that the vehicle is in a gliding state and determines the bottom speed of the vehicle leaving the downhill slope, it can control the vehicle to start the energy recovery system when the bottom speed is greater than or equal to a preset speed. Since the bottom speed is greater than or equal to the preset speed, the electronic device determines that the vehicle can obtain additional kinetic energy in the gliding state. In this way, the electronic device controls the vehicle to start the energy recovery system, which can timely convert the additional kinetic energy into electrical energy, and recover and store the electrical energy, thereby improving the endurance of the pure electric vehicle.

[0007] In one possible implementation, the above-mentioned "determining the type of ramp of the road ahead of the vehicle" includes: determining a first slope threshold of the first sub-segment based on the mass of the vehicle, the current speed, the maximum output torque of the vehicle, and the slope of the first sub-segment. The first sub-segment is any sub-segment in the road ahead. Determine a second slope threshold of the first sub-segment based on the mass of the vehicle, the current speed, and the slope of the first sub-segment. When the slope of the first sub-segment is greater than or equal to the first slope threshold, determine that the ramp type includes an uphill slope. When the slope of the first sub-segment is less than the second slope threshold, determine that the ramp type includes a downhill slope. When the slope of the first sub-segment is less than the first slope threshold and greater than or equal to the second slope threshold, determine that the ramp type includes a flat slope. In this way, the electronic device can accurately determine the type of ramp.

[0008] In one possible implementation, the method further includes: when the slope type is an uphill slope, querying a first target top-of-slope speed for the vehicle to exit the uphill slope from a first mapping relationship based on the vehicle's mass, the vehicle's cruising speed, the vehicle's current speed, the vehicle's remaining distance on the uphill slope, and the uphill slope information. The first mapping relationship is used to represent the top-of-slope speeds of different vehicles exiting different uphill slopes when traveling at different speeds on different uphill slopes; determining a first target output torque based on the first target top-of-slope speed, the vehicle's mass, the vehicle's current speed, the vehicle's remaining distance on the uphill slope, and the uphill slope information, and controlling the vehicle to travel on the uphill slope based on the first target output torque.

[0009] In this way, when the electronic device determines that the vehicle is on an uphill road, it determines a first target output torque for the vehicle on the uphill slope based on the vehicle's mass, current speed, cruising speed, slope gradient, and slope length. It then controls the vehicle to travel up the slope according to the first target output torque. During the uphill climb, the vehicle maintains the first target output torque, delivering stable, economical motor torque that does not overload the vehicle, thereby reducing power consumption and increasing the vehicle's range.

[0010] In one possible implementation, the method further includes: when the slope type is a flat slope followed by an uphill slope, determining a second target output torque for the vehicle on the road ahead based on vehicle information, the vehicle's cruising speed, and information about the slope of the road ahead, and controlling the vehicle to travel on the road ahead based on the second target output torque. In this way, the electronic device determines the vehicle's output torque on the flat slope followed by an uphill slope, ensuring that the vehicle travels with a stable output torque both uphill and downhill, reducing the frequency of torque changes during driving, and thereby improving the vehicle's range.

[0011] In one possible implementation, "the second target output torque includes a preset minimum output torque of the vehicle on an uphill slope and a third target output torque of the vehicle on a flat slope; the second target output torque of the vehicle on the road ahead is determined based on the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead", including: querying the second target top speed of the uphill slope from the second mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope, and the slope of the uphill slope. The second mapping relationship is used to characterize the speed of the vehicle when entering and leaving different uphill slopes at different speeds. The ramp speed of the vehicle entering the uphill slope is determined based on the second target top speed, the mass of the vehicle, the slope information of the uphill slope, and the minimum output torque. The third target output torque is determined based on the ramp speed, the current speed, and the slope information of the flat slope.

[0012] In this way, the electronic device controls the vehicle to travel uphill based on the minimum output torque and controls the vehicle to travel on flat slopes based on the third target output torque. In this way, the electronic device ensures that the vehicle travels with stable output torque both uphill and downhill, reducing the frequency of torque switching during driving, thereby improving the vehicle's range.

[0013] In one possible implementation, the method further includes: if the slope type is a flat slope, dividing the flat slope into a plurality of sub-flat slopes; each sub-flat slope includes a monotonically varying gradient. For each sub-flat slope, determining a fourth target output torque corresponding to the vehicle on each sub-flat slope based on the vehicle's starting cruising speed and ending cruising speed on each sub-flat slope, slope information for each sub-flat slope, and vehicle mass. The vehicle is controlled to travel on each sub-flat slope at the fourth target output torque corresponding to each sub-flat slope.

[0014] In this way, the vehicle's output torque on a flat slope can not only meet the user's required speed, but also control the stable output of current, reducing the frequency of torque conversion during driving, thereby improving the vehicle's cruising range.

[0015] In a second aspect, a vehicle control device is provided, wherein the vehicle includes an energy recovery system, and the device includes: a determination unit and a control unit. The determination unit is used to determine the type of slope of the road ahead of the vehicle; the road ahead is a road within a preset distance ahead of the vehicle. The determination unit is also used to, when the slope type includes a downhill slope, determine the bottom speed of the vehicle when it leaves the downhill slope based on the slope information and vehicle information of the downhill slope if the vehicle is in a no-output torque driving state on the downhill slope. The slope information includes the slope gradient and the slope length; the vehicle information includes the current position, current speed, and mass of the vehicle. The control unit is used to control the vehicle to activate the energy recovery system when the bottom speed is greater than or equal to the preset speed.

[0016] In one possible implementation, the determination unit is specifically configured to: determine a first slope threshold value of the first sub-section based on the mass of the vehicle, the current speed, the maximum output torque of the vehicle, and the slope of the first sub-section. The first sub-section is any sub-section of the road ahead; and determine a second slope threshold value of the first sub-section based on the mass of the vehicle, the current speed, and the slope of the first sub-section. When the slope of the first sub-section is greater than or equal to the first slope threshold value, the slope type is determined to include an uphill slope. When the slope of the first sub-section is less than the second slope threshold value, the slope type is determined to include a downhill slope. When the slope of the first sub-section is less than the first slope threshold value and greater than or equal to the second slope threshold value, the slope type is determined to include a flat slope.

[0017] In a possible implementation, the determining unit is further configured to, when the slope type is uphill,

[0018] A first target top-of-slope speed for the vehicle to exit the uphill slope is retrieved from a first mapping relationship based on the vehicle's mass, cruising speed, current speed, remaining distance on the uphill slope, and uphill slope information. The first mapping relationship is used to represent the top-of-slope speeds of different vehicles exiting different uphill slopes at different speeds. A first target output torque is determined based on the first target top-of-slope speed, the vehicle's mass, current speed, remaining distance on the uphill slope, and uphill slope information, and the vehicle is controlled to travel on the uphill slope based on the first target output torque.

[0019] In one possible implementation, the determination unit is further configured to determine a second target output torque for the vehicle on the road ahead based on vehicle information, a cruising speed of the vehicle, and information about the slope of the road ahead, when the slope type is a flat slope connected to an uphill slope. The control unit is further configured to control the vehicle to travel on the road ahead based on the second target output torque.

[0020] In one possible implementation, the second target output torque includes a preset minimum output torque of the vehicle on an uphill slope and a third target output torque of the vehicle on a flat slope; the determination unit is specifically used to query the second target top speed of the uphill slope from the second mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope, and the gradient of the uphill slope. The second mapping relationship is used to characterize the speed of the vehicle when entering and leaving different uphill slopes at different speeds. The ramp speed of the vehicle entering the uphill slope is determined based on the second target top speed, the mass of the vehicle, the slope information of the uphill slope, and the minimum output torque. The third target output torque is determined based on the ramp speed, the second target top speed, the ramp speed, the current speed, and the slope information of the flat slope.

[0021] In one possible implementation, the apparatus further includes a division unit configured to, if the slope type is a flat slope, divide the flat slope into a plurality of sub-flat slopes, wherein the gradient of each sub-flat slope varies monotonically. A determination unit further configured to determine, for each sub-flat slope, a fourth target output torque corresponding to the vehicle on each sub-flat slope based on the vehicle's starting cruising speed and ending cruising speed on each sub-flat slope, slope information for each sub-flat slope, and the vehicle's mass. A control unit further configured to control the vehicle to travel on each sub-flat slope at the fourth target output torque corresponding to each sub-flat slope.

[0022] In a third aspect, an electronic device is provided, comprising: a processor and a memory; wherein the memory is used to store one or more programs, and the one or more programs include computer-executable instructions. When the electronic device is running, the processor executes the computer-executable instructions stored in the memory to enable the electronic device to execute the vehicle control method of the first aspect.

[0023] In a fourth aspect, a computer-readable storage medium storing one or more programs is provided. The one or more programs include instructions that, when executed by a computer, cause the computer to execute the vehicle control method of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention;

[0025] Figure 2 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention;

[0026] Figure 3 A vehicle control method according to an embodiment of the present invention is provided. Figure 1 ;

[0027] Figure 4 A vehicle control method according to an embodiment of the present invention is provided. Figure 2 ;

[0028] Figure 5 A vehicle control method according to an embodiment of the present invention is shown in FIG. Figure 1 ;

[0029] Figure 6 A vehicle control method according to an embodiment of the present invention is provided. Figure 3 ;

[0030] Figure 7 A vehicle control method according to an embodiment of the present invention is shown in FIG. Figure 2 ;

[0031] Figure 8 A vehicle control method according to an embodiment of the present invention is provided. Figure 4 ;

[0032] Figure 9 A vehicle control method according to an embodiment of the present invention is provided. Figure 5 ;

[0033] Figure 10 A vehicle control method according to an embodiment of the present invention is shown in FIG. Figure 3 ;

[0034] Figure 11 A vehicle control method according to an embodiment of the present invention is provided. Figure 6 ;

[0035] Figure 12 A schematic diagram of a vehicle control device provided in an embodiment of the present invention Figure 1 ;

[0036] Figure 13 A schematic diagram of a vehicle control device provided in an embodiment of the present invention Figure 2 ;

[0037] Figure 14 A schematic diagram of an electronic device structure provided by an embodiment of the present invention Figure 2 ;

[0038] Figure 15 A schematic diagram of an electronic device structure provided by an embodiment of the present invention Figure 3 . DETAILED DESCRIPTION

[0039] The technical solutions in the embodiments of the present invention will be described below with reference to the accompanying drawings in the embodiments of the present invention.

[0040] In the description of the present invention, unless otherwise specified, “ / ” means “or”. For example, A / B can mean A or B. “And / or” in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, “at least one” and “a plurality of” refer to two or more. Words such as “first” and “second” do not limit the quantity and execution order, and words such as “first” and “second” do not necessarily limit them to be different.

[0041] Before describing the embodiments of the present invention, some concepts involved in the embodiments of the present invention are briefly introduced:

[0042] Microprocessor unit (MPU): The central processing unit (CPU) in a microcomputer is the core component. It controls the entire microcomputer, generates control signals to control corresponding components, and performs corresponding operations.

[0043] A microcontroller unit (MCU), also known as a single-chip microcomputer or single-chip microcomputer, reduces the CPU's frequency and specifications and integrates memory, counters, peripheral interfaces such as the Universal Serial Bus (USB), and even liquid crystal display (LCD) driver circuits onto a single chip, forming a chip-level computer that provides different control combinations for different applications.

[0044] Advanced Driver Assistance Systems Interface Specifications (ADASIS): The purpose is to develop interface specifications to predict road geometry and road attribute information on the vehicle's drivable route ahead based on vehicle position information and electronic map information.

[0045] Slope, which is the percentage of the elevation difference between two points and their horizontal distance, is calculated as follows: Slope = (Elevation difference / Horizontal distance) * 100%. When expressed as a percentage, for example: a slope of 3% means that for every 100 meters of horizontal distance, the vertical rise (descent) is 3 meters; 1% means that for every 100 meters of horizontal distance, the vertical rise (descent) is 1 meter.

[0046] Smart Horizon Engine: Used to input the vehicle's current position, the slope and length of the road ahead from the MPU to the MCU.

[0047] A battery electric vehicle (BEV) is a vehicle powered entirely by rechargeable batteries (such as lead-acid, nickel-cadmium, nickel-metal hydride, or lithium-ion batteries). With the increasing popularity of BEVs, their range is receiving increasing attention. The range of BEVs directly impacts the development of the BEV industry. To increase the range of BEVs, improvements are currently being made primarily in the power management system, vehicle design and manufacturing, and battery capacity. For example, during driving, battery parameters are adjusted based on battery information collected by the power management system to maximize battery performance, thereby increasing range. During vehicle manufacturing, vehicle mass or drag coefficient is reduced to increase range. Furthermore, battery capacity is increased to extend range.

[0048] It can be seen that how to improve the endurance of pure electric vehicles is a technical problem that needs to be solved urgently.

[0049] To address the technical problems existing in the prior art, the present invention proposes a vehicle control method, apparatus, device, and storage medium. In this method, an electronic device can determine the type of slope of the road ahead of the vehicle. Furthermore, if the type of the road ahead is determined to include a downhill slope, and if the vehicle is in a no-output torque driving state on the downhill slope, the electronic device determines the vehicle's bottom speed at which it will leave the downhill slope based on the downhill slope information and vehicle information. Thus, after determining that the vehicle is in a coasting state and determining the vehicle's bottom speed at which it will leave the downhill slope, the electronic device in the present invention can control the vehicle to activate an energy recovery system if the bottom speed is greater than or equal to a preset speed. Because the bottom speed is greater than or equal to the preset speed, the electronic device determines that the vehicle can obtain additional kinetic energy while coasting. In this way, the electronic device controls the vehicle to activate the energy recovery system, which can promptly convert the additional kinetic energy into electrical energy and recover and store the electrical energy, thereby improving the range of the pure electric vehicle.

[0050] The vehicle control method provided by the embodiment of the present invention can be applied to a vehicle control system. Figure 1 A schematic diagram of the structure of the vehicle control system is shown. Vehicle control system 10 is used to improve the range of a pure electric vehicle. Vehicle control system 10 includes a vehicle control device 11 and an electronic device 12. The vehicle control device 11 and the electronic device 12 can be connected via a wired or wireless connection, which is not limited in this embodiment of the present invention.

[0051] The electronic device 12 may include a storage module for storing map data and vehicle information, a global positioning system (GPS), a speed sensor, and a mass sensor.

[0052] The electronic device 12 can receive GPS positioning data of the vehicle broadcast by GPS satellites via GPS, obtain the vehicle's speed via a speed sensor, and obtain the vehicle's mass via a mass sensor.

[0053] In some embodiments, the electronic device 12 may include an MPU and an MCU. Figure 2 A schematic diagram of the structure of electronic device 12 is shown. Electronic device 12 includes MPU 21 and MCU 22. MPU 21 and MCU 22 can be connected by wired or wireless means, which is not limited in this embodiment of the present invention. Specifically, electronic device 12 can be a vehicle-mounted telematics box (TBOX).

[0054] The MPU 21 can send the map data and the current location of the vehicle to the MCU 22 via the Smart Horizon Engine. The MCU 22 can execute the vehicle control method of the present invention.

[0055] It should be noted that the vehicle control device 11 and the electronic device 12 can be independent devices or integrated into the same device, and the present invention does not make any specific limitation on this.

[0056] When the vehicle control device 11 and the electronic device 12 are integrated into the same device, the communication between the vehicle control device 11 and the electronic device 12 is performed between modules within the device. In this case, the communication process between the two devices is the same as the communication process between the vehicle control device 11 and the electronic device 12 when they are independent of each other.

[0057] In the following embodiments provided by the present invention, the present invention is described by taking an example in which the vehicle control device 11 and the electronic device 12 are independently configured.

[0058] In practical applications, the vehicle control method provided in the embodiment of the present invention can be applied to a vehicle control device or to an electronic device. The following describes the vehicle control method provided in the embodiment of the present invention by taking the application of the vehicle control method to an electronic device as an example in conjunction with the accompanying drawings.

[0059] like Figure 3 As shown, in order to improve the cruising range of the vehicle, the vehicle control method provided by the embodiment of the present invention includes the following S301-S305.

[0060] S301. The electronic device determines the slope type of the road ahead of the vehicle.

[0061] The vehicle includes an energy recovery system, and the road ahead is a road within a preset distance ahead of the vehicle.

[0062] As one possible implementation, the electronic device obtains the vehicle's current location via GPS. Furthermore, based on the vehicle's current location, the electronic device obtains slope information of the road ahead of the vehicle and, based on the slope information, divides the road ahead into at least one sub-segment. Subsequently, the electronic device obtains the slope of each sub-segment and, based on the slope of each sub-segment and a preset first and second slope thresholds, determines the slope type of the road ahead of the vehicle.

[0063] Specifically, when the road ahead has different slopes, the electronic device divides the road ahead into multiple sub-segments based on the different slopes and the lengths corresponding to the different slopes. Subsequently, the electronic device obtains the slope of each sub-segment, a preset first slope threshold, and a preset second slope threshold, and determines the difference between the slope of each sub-segment and the preset first slope threshold and the second slope threshold.

[0064] If the slope of the first sub-segment is greater than or equal to a preset first slope threshold, the electronic device determines that the slope type includes an uphill slope. If the slope of the first sub-segment is less than a preset second slope threshold, the electronic device determines that the slope type includes a downhill slope. If the slope of the first sub-segment is less than the preset first slope threshold and greater than or equal to a preset second slope threshold, the electronic device determines that the slope type includes a flat slope.

[0065] The first sub-section is any sub-section of the road ahead, and the preset first slope threshold is greater than the preset second slope threshold.

[0066] For example, the preset first slope threshold may be 1.5°, and the preset second slope threshold may be -1.5°.

[0067] It should be noted that the electronic device can obtain map data from the storage module and obtain the slope information of the road ahead of the vehicle based on the current position of the vehicle and the map data.

[0068] As another possible implementation method, the electronic device obtains the vehicle's mass, current speed, maximum output torque of the vehicle, and slope information of the road ahead. Furthermore, the electronic device divides the road ahead into at least one sub-segment based on the slope information of the road ahead, and obtains slope information for each sub-segment. Subsequently, the electronic device determines a first slope threshold for each sub-segment based on the vehicle's mass, maximum output torque of the vehicle, and the slope of each sub-segment, and determines a second slope threshold for the first sub-segment based on the vehicle's mass and the slope of the first sub-segment. Finally, the electronic device determines the slope type of each sub-segment based on the slope of each sub-segment and the first slope threshold and second slope threshold of each sub-segment. The slope type of the road ahead is determined based on the slope type of at least one sub-segment.

[0069] For example, the preset distance may be 2000 meters (m). The slope types include completely flat slope, completely uphill slope, completely downhill slope, flat slope connected to uphill slope, flat slope connected to downhill slope, uphill connected to flat slope, and downhill connected to flat slope.

[0070] It should be noted that the vehicle involved in the embodiment of the present invention can be a pure electric vehicle or a hybrid vehicle, and the embodiment of the present invention does not limit this.

[0071] For the specific implementation of this step, please refer to the subsequent description of the embodiment of the present invention and will not be repeated here.

[0072] S302: When the slope type includes a downhill slope, the electronic device determines whether the vehicle is in a no-output torque driving state on the downhill slope.

[0073] As one possible implementation, after determining that the slope type includes a downhill slope, the electronic device determines whether the vehicle is located on a downhill slope based on the vehicle's current position. Furthermore, if the electronic device determines that the vehicle is located on a downhill slope, it obtains the vehicle's current output torque and, based on the vehicle's current output torque, determines whether the vehicle is in a no-output-torque driving state on the downhill slope.

[0074] It should be noted that the slope types include downhill slopes, including: flat slope connected to downhill slope, downhill slope connected to flat slope, and full downhill slope.

[0075] In some embodiments, the electronic device determines whether the vehicle is located on a downhill slope based on the vehicle's current location and map data. If the vehicle is not located on a downhill slope, the electronic device re-determines whether the vehicle is located on a downhill slope based on the vehicle's current location and map data after a preset period. If the vehicle is located on a downhill slope, the electronic device determines whether the vehicle is in a no-output torque driving state. If the vehicle is in an output torque driving state, the electronic device re-executes the above determination process after a preset period.

[0076] S303: If the vehicle is in a no-torque-output driving state on a downhill slope, the electronic device determines the vehicle's bottom speed based on the downhill slope information and the vehicle information.

[0077] The slope information includes the slope gradient and slope length, and the vehicle information includes the vehicle's current position, current speed, and mass.

[0078] As one possible implementation, if the vehicle is determined to be on a downhill slope and in a no-torque driving state, the electronic device determines the remaining distance on the downhill slope based on the vehicle's current position and the length of the slope. It also determines the vehicle's coasting acceleration based on the vehicle's mass and the slope. Subsequently, the electronic device calculates the vehicle's bottom speed based on the remaining distance on the downhill slope, the coasting acceleration, the vehicle's current speed, and a dynamic formula.

[0079] For example, when the electronic device determines that the vehicle is in a state of no output torque driving on a downhill slope, it inputs the slope of -1.8°, the slope length of 600m, the vehicle weight of 10,000 kilograms (kg) and the current vehicle speed of 70 kilometers per hour (km / h) into a preset dynamic formula, and calculates that the vehicle's bottom speed when leaving the downhill slope is 95km / h.

[0080] It should be noted that the preset dynamic formula can be pre-set in the electronic device by the operation and maintenance personnel, and this is not specifically limited in this embodiment of the present invention. Mass includes the vehicle's own weight and the vehicle's load. Mass can be obtained using a mass sensor in the electronic device or through other means, and this is not limited in this embodiment of the present invention.

[0081] In some embodiments, the above kinetic formula can be expressed as the following formula 1:

[0082] V t 2 -V0 2 =2aS Formula 1

[0083] Among them, V t It represents the speed at the bottom of the slope, V0 represents the current speed of the vehicle, a is the coasting acceleration, and S represents the remaining distance on the downhill slope.

[0084] S304: The electronic device determines whether the speed at the bottom of the slope is greater than or equal to a preset speed.

[0085] As a possible implementation method, the electronic device obtains a preset speed from a storage module and determines whether the speed at the bottom of the slope is greater than or equal to the preset speed.

[0086] It should be noted that the preset speed is a speed pre-stored by the operator in a storage module within the electronic device. The preset speed may be a limited downhill speed or a cruising speed at the bottom of a downhill slope pre-set by the operator in the electronic device, which is not limited in the present embodiment.

[0087] Exemplarily, the preset speed is 80 km / h.

[0088] S305: When the speed at the bottom of the slope is greater than or equal to a preset speed, the electronic device controls the vehicle to activate the energy recovery system.

[0089] As a possible implementation method, the electronic device controls the vehicle to activate the energy recovery system through a controller area network (CAN) bus when the speed at the bottom of the slope is greater than or equal to a preset speed.

[0090] As will be appreciated, if the speed at the bottom of the slope is determined to be greater than or equal to the preset speed, the electronic device determines that the vehicle has gained more kinetic energy than expected during the downhill descent. In this case, the electronic device controls the vehicle to activate the energy recovery system, thereby converting the kinetic energy of the vehicle's engine into electrical energy for the generator, which is then recovered and stored, thereby increasing the vehicle's electrical energy and, in turn, its range.

[0091] Subsequently, when the vehicle's energy recovery system is activated, the electronic device periodically or in real time determines the speed at the bottom of the slope. If the speed at the bottom of the slope is less than a preset speed, the electronic device controls the vehicle to deactivate the energy recovery system, thereby more accurately determining the timing of deactivation of the energy recovery system.

[0092] In another case, if the slope bottom speed is less than the preset speed, the electronic device re-determines the slope bottom speed after a preset period and determines whether the re-determined slope bottom speed is greater than or equal to the preset speed.

[0093] An embodiment of the present invention proposes a vehicle control method, in which an electronic device determines the type of slope in front of a vehicle. Further, when it is determined that the type of road ahead includes a downhill slope, if the vehicle is in a no-output torque driving state on the downhill slope, the electronic device determines the bottom speed of the vehicle leaving the downhill slope based on the downhill slope information and vehicle information. Subsequently, after determining that the vehicle is in a gliding state and determining the bottom speed of the vehicle leaving the downhill slope, the electronic device can control the vehicle to start an energy recovery system when the bottom speed is greater than or equal to a preset speed. Since the bottom speed is greater than or equal to the preset speed, the electronic device determines that the vehicle can obtain additional kinetic energy in the gliding state. In this way, the electronic device controls the vehicle to start the energy recovery system, which can promptly convert the additional kinetic energy into electrical energy and recover and store the electrical energy, thereby improving the endurance of the pure electric vehicle.

[0094] Furthermore, if the vehicle's energy recovery system is activated and the speed at the bottom of the slope is less than a preset speed, the electronic device controls the vehicle to shut down the energy recovery system. This allows for more accurate determination of the timing for shutting down the energy recovery system, preventing the system from being shut down in time and affecting normal vehicle operation.

[0095] In one design, Figure 4 As shown, in order to accurately determine the ramp type, the above S301 provided in the embodiment of the present invention specifically includes the following S3011-S3018.

[0096] S3011. The electronic device obtains the mass of the vehicle, the maximum output torque of the vehicle, and the slope information of the road ahead.

[0097] As one possible implementation, the electronic device obtains the vehicle's mass, torque characteristics, and map data from a storage module. Furthermore, based on the vehicle's torque characteristics, the electronic device determines the vehicle's maximum output torque and obtains the vehicle's current location via GPS. Subsequently, based on the vehicle's current location and map data, the electronic device obtains information about slopes within a preset distance on the road ahead.

[0098] Exemplarily, the preset distance is 1000m.

[0099] It should be noted that the map data may include the ramp information of the road and the starting position and the ending position of each ramp information.

[0100] S3012. The electronic device divides the road ahead into at least one sub-segment according to the slope information of the road ahead, and obtains the slope information of the at least one sub-segment.

[0101] As a possible implementation method, when the road ahead has different slopes, the electronic device divides the road ahead into multiple sub-segments based on different slopes and different lengths corresponding to the slopes, and obtains slope information of each sub-segment.

[0102] For example, Figure 5 As shown, the electronic device obtains ramp information on the road 1000m ahead. The ramp information includes two slopes: 0.5° and 2.5°. The length corresponding to 0.5° is 400m, and the length corresponding to 2.5° is 600m. Furthermore, the electronic device divides the road ahead into two sub-segments (Sub-segment 1 and Sub-segment 2) and obtains the ramp information for the first sub-segment: 0.5°, 400m, and the ramp information for the second sub-segment: 2.5°, 600m.

[0103] S3013. The electronic device determines a first slope threshold value of the first sub-section according to the mass of the vehicle, the current speed, the maximum output torque of the vehicle, and the slope of the first sub-section.

[0104] The first sub-section is any sub-section of the road ahead.

[0105] As a possible implementation method, the electronic device inputs the vehicle's mass, current speed, maximum output torque of the vehicle and the slope of the first sub-section into a preset first slope algorithm formula to determine the first slope threshold of the first sub-section.

[0106] Specifically, the electronic device obtains the vehicle's transmission ratio, rear axle ratio, mechanical efficiency, tire radius, gravitational acceleration, drag coefficient, and rolling resistance coefficient from the storage module. Furthermore, the electronic device inputs the vehicle's mass, current speed, maximum output torque, transmission ratio, rear axle ratio, mechanical efficiency, tire radius, gravitational acceleration, drag coefficient, rolling resistance coefficient, and the slope of the first sub-segment into a preset first slope algorithm formula to determine a first slope threshold for the first sub-segment.

[0107] In some embodiments, the above-mentioned preset first slope algorithm formula can be shown as the following formula 2:

[0108] α1=((N×A×H×η)÷R)-Mg sinθ-(F×V0 2 )-(G×9.8×M)÷(9.8×M) Formula 2

[0109] Where α1 represents the first slope threshold, N represents the maximum output torque of the vehicle, A represents the transmission ratio, H represents the rear axle speed ratio, η represents the mechanical efficiency, R represents the tire radius, M represents the mass of the vehicle, g represents the acceleration due to gravity, θ represents the slope of the first sub-segment, F represents the drag coefficient, V0 represents the current speed of the vehicle, and G represents the rolling resistance coefficient.

[0110] It should be noted that the vehicle's transmission ratio, rear axle ratio, mechanical efficiency, tire radius, gravitational acceleration, drag coefficient, and rolling resistance coefficient can be pre-stored in the storage module by maintenance personnel. The preset first slope algorithm formula can be pre-set in the electronic device by maintenance personnel and is not specifically limited in this embodiment of the present invention.

[0111] S3014. The electronic device determines a second slope threshold value of the first sub-segment according to the mass of the vehicle, the current speed, and the slope of the first sub-segment.

[0112] As a possible implementation method, the electronic device inputs the mass of the vehicle, the current speed and the slope of the first sub-section into a preset second slope algorithm formula to obtain the second slope threshold of the first sub-section.

[0113] Specifically, the electronic device obtains the gravitational acceleration, the drag coefficient, and the rolling resistance coefficient from the storage module. Furthermore, the electronic device inputs the vehicle's mass, current speed, gravitational acceleration, the drag coefficient, the rolling resistance coefficient, and the slope of the first sub-segment into a preset second slope algorithm formula to determine a second slope threshold for the first sub-segment.

[0114] In some embodiments, the above-mentioned preset second slope algorithm formula can be shown as the following formula 3:

[0115] α2=Mg sinθ-(F×V0 2 )-(G×9.8×M)÷(9.8×M) Formula 3

[0116] Wherein, α2 represents the first slope threshold, M represents the mass of the vehicle, g represents the acceleration of gravity, θ represents the slope of the first sub-segment, F represents the drag coefficient, V0 represents the current speed of the vehicle, and G represents the rolling resistance coefficient. It should be noted that the preset second slope algorithm formula can be pre-set in the electronic device by operation and maintenance personnel and is not specifically limited in this embodiment of the present invention.

[0117] In actual application, the electronic device may execute S3012 first and then execute S3013 and S3014, may execute S3013 first and then execute S3012 and S3014, may execute S3014 first and then execute S3012 and S3013, or may execute S3012, S3013 and S3014 simultaneously. The embodiment of the present invention is not limited to this.

[0118] S3015. The electronic device determines the magnitude of the slope of the first sub-road section and the first slope threshold and the second slope threshold of the first sub-road section.

[0119] For example, the electronic device determines that the slope of the first sub-segment is 1.8°, the first slope threshold is 1.6°, and the second slope threshold is -1.8°. Furthermore, the electronic device determines the magnitude of the slope of the first sub-segment, 1.8°, the first slope threshold of the first sub-segment, 1.6°, and the slope threshold of the second sub-segment, -1.8°.

[0120] S3016. When the slope of the first sub-road section is greater than or equal to a first slope threshold, the electronic device determines that the slope type includes an uphill slope.

[0121] As a possible implementation, the electronic device determines that the first sub-segment is an uphill slope when the slope of the first sub-segment is greater than or equal to a first slope threshold. Further, the electronic device determines that the slope type of the road ahead includes an uphill slope.

[0122] S3017: When the slope of the first sub-road section is less than a second slope threshold, the electronic device determines that the slope type includes a downhill slope.

[0123] As a possible implementation, the electronic device determines that the first sub-segment is a downhill slope when the slope of the first sub-segment is less than a second slope threshold. Further, the electronic device determines that the slope type of the road ahead includes a downhill slope.

[0124] S3018. The electronic device determines that the slope type includes a flat slope when the slope of the first sub-road section is less than a first slope threshold and greater than or equal to a second slope threshold.

[0125] As a possible implementation, the electronic device determines that the first sub-segment is a flat slope when the slope of the first sub-segment is less than a first slope threshold and greater than or equal to a second slope threshold. Further, the electronic device determines that the slope type of the road ahead includes a flat slope.

[0126] It will be appreciated that after repeatedly executing steps S3013-S3018 for each sub-slope segment, the electronic device determines the slope type of the road ahead. Because the electronic device determines the first and second slope thresholds for the first sub-segment by comprehensively considering the vehicle's mass, current speed, torque characteristics, and the slope of the first sub-segment, the electronic device subsequently determines the slope type of the first sub-segment based on the slope of the first sub-segment and the magnitude of the first and second slope thresholds for the first sub-segment, thereby more accurately determining the slope type of the first sub-segment.

[0127] In one design, in order to determine the torque output by the vehicle during an uphill process and improve the vehicle's cruising range, e.g. Figure 6 As shown, the vehicle control method provided by the embodiment of the present invention also includes the following S306-S308.

[0128] S306. When the slope type is uphill, the electronic device queries a first target top speed for the vehicle to leave the uphill slope from a first mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope.

[0129] The first mapping relationship is used to represent the speeds at which different vehicles leave the top of different uphill slopes when traveling at different speeds on different uphill slopes. The cruising speed is the reference speed of the vehicle in the cruising state.

[0130] As a possible implementation method, after determining that the slope type is uphill, the electronic device queries the first target top speed of the uphill slope from the first mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope.

[0131] For example, Table 1 below shows the correspondence between the vehicle's mass, current speed, cruising speed, slope, remaining distance on an uphill slope, and top speed in the first mapping relationship. If the vehicle's mass is 9500kg, the current speed is 68km / h, the cruising speed is 76km / h, the slope is 1.2°, and the remaining distance is 69m, then Table 1 shows that the vehicle's first target top speed is 67km / h. If the vehicle's mass is 11000kg, the current speed is 68km / h, the cruising speed is 80km / h, the slope is 2°, and the remaining distance is 70m, then Table 1 shows that the vehicle's first target top speed is 67km / h.

[0132] Table 1

[0133]

[0134]

[0135] S307: The electronic device determines a first target output torque according to the first target hilltop speed, the mass of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the uphill slope information.

[0136] As a possible implementation method, the electronic device inputs the first target top speed, the mass of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope of the uphill slope into a preset dynamic algorithm model to calculate the first target output torque.

[0137] It should be noted that the preset dynamics algorithm model is a dynamics formula pre-set in the electronic device by the operation and maintenance personnel, and the embodiment of the present invention does not make any specific limitation here.

[0138] For example, Figure 7 A schematic diagram of the vehicle control method provided by the present invention. In which, vehicle 1 is located at position A on an uphill slope. After the electronic device determines that the slope type is uphill, based on the mass of vehicle 1 being 9500kg, the current speed being 68km / h, the cruising speed being 76km / h, the slope being 2.2°, and the remaining distance being 69m, it can be seen from the above Table 1 that the first target top-of-slope speed of vehicle 1 is 67km / h. Furthermore, the electronic device inputs the mass of vehicle 1 being 9500kg, the current speed being 68km / h, the target top-of-slope speed being 67km / h, the slope being 2.2°, and the remaining distance being 69m into a preset dynamic algorithm model, and calculates that the first target output torque of vehicle 1 is 2000N·m. Subsequently, the electronic device controls vehicle 1 to travel on the uphill slope with an output torque of 2000N·m via the CAN bus.

[0139] S308 : The electronic device controls the vehicle to travel on an uphill slope based on the first target output torque.

[0140] As a possible implementation method, after obtaining the first target output torque, the electronic device controls the vehicle to travel uphill through the CAN bus based on the first target output torque.

[0141] As will be appreciated, upon determining that the vehicle is on an uphill slope, the electronic device determines a first target output torque for the vehicle on the uphill slope based on the vehicle's mass, current speed, cruising speed, uphill gradient, and remaining distance on the uphill slope. Furthermore, the electronic device controls the vehicle to travel on the uphill slope based on the first target output torque. This ensures that the vehicle consistently travels on the uphill slope according to the first target output torque, thereby delivering a stable, economical motor torque that does not overload the vehicle, thereby reducing power consumption and increasing the vehicle's range.

[0142] In one design, when the road ahead of the vehicle is a flat slope connected to an uphill slope, in order to improve the vehicle's cruising range, Figure 8 As shown, the vehicle control method provided by the embodiment of the present invention also includes the following S309-S310.

[0143] S309: When the slope type is a flat slope followed by an uphill slope, the electronic device determines a second target output torque of the vehicle on the road ahead according to the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead.

[0144] As one possible implementation, when the ramp type is a flat slope followed by an uphill slope, the electronic device determines a second target top-of-slope speed for the vehicle based on the vehicle's mass, cruising speed, and the length and gradient of the uphill slope. Furthermore, the electronic device determines an uphill on-ramping speed for the vehicle based on the second target top-of-slope speed, the vehicle's mass, the minimum output torque, and the length and gradient of the uphill slope. Finally, the electronic device determines a third target output torque based on the on-ramping speed, the current speed, and the length and gradient of the flat slope.

[0145] For the specific implementation of this step, please refer to the subsequent description of the embodiment of the present invention and will not be repeated here.

[0146] S310 : The electronic device controls the vehicle to travel on the road ahead based on the second target output torque.

[0147] As one possible implementation, after obtaining the minimum output torque and the third target output torque, the electronic device controls the vehicle to travel on a flat slope based on the third target output torque via the CAN bus. Subsequently, the electronic device controls the vehicle to travel on an uphill slope based on the minimum output torque via the CAN bus.

[0148] In one design, the second target output torque includes a preset minimum output torque of the vehicle on an uphill slope and a third target output torque of the vehicle on a flat slope. In order to determine the output torque of the vehicle on a flat slope and the output torque of the vehicle on an uphill slope, and thus improve the cruising range of the vehicle, Figure 9 As shown, S309 provided in this embodiment of the present invention specifically includes the following S3091-S3093.

[0149] S3091. The electronic device queries a second target uphill top speed from a second mapping relationship according to the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope, and the gradient of the uphill slope.

[0150] The second mapping relationship is used to represent the speed of the vehicle when it enters different uphill slopes and leaves different uphill slopes at different speeds.

[0151] For example, Table 2 below shows the correspondence between vehicle mass, cruising speed, uphill slope, remaining distance, and top speed in the first mapping relationship. If the vehicle mass is 9500kg, the cruising speed is 76km / h, the uphill slope is 1.2°, and the uphill length is 101m, then Table 2 shows that the vehicle's second target top speed is 71km / h. If the vehicle mass is 11000kg, the cruising speed is 80km / h, the uphill slope is 2°, and the uphill length is 120m, then Table 2 shows that the vehicle's first target top speed is 71km / h.

[0152] Table 2

[0153]

[0154] S3092. The electronic device determines the uphill rushing speed of the vehicle based on the second target top speed, the mass of the vehicle, uphill slope information, and the preset minimum output torque.

[0155] The preset minimum output torque is the most economical output torque for the vehicle during an uphill climb.

[0156] As a possible implementation method, the electronic device inputs the second target top speed, the mass of the vehicle, the slope of the uphill slope, the slope length of the uphill slope and the preset minimum output torque into a preset dynamic algorithm model to calculate the vehicle's uphill speed.

[0157] It can be understood that the vehicle travels according to the most economical output torque when going uphill.

[0158] S3093. The electronic device determines a third target output torque based on the ramp speed, the current speed, and the slope information of the flat slope.

[0159] As a possible implementation method, the electronic device inputs the ramp speed, current speed, and flat slope information into a preset dynamic algorithm model to calculate the third target output torque.

[0160] Specifically, the electronic device obtains the vehicle's acceleration based on the vehicle's ramp speed, current speed, and the length of the flat slope, and obtains a preset comfortable acceleration. Furthermore, the electronic device determines the magnitude of the preset comfortable acceleration and the vehicle's acceleration.

[0161] The comfortable acceleration is pre-set in the electronic device by the operation and maintenance personnel, and is not specifically limited in the embodiment of the present invention.

[0162] In one case, if the preset comfort acceleration is greater than or equal to the vehicle acceleration, the electronic device inputs the ramp speed, current speed, length of the flat slope and gradient of the flat slope into the preset dynamic algorithm model to calculate the third target output torque.

[0163] In another case, if the preset comfort acceleration is less than the vehicle's acceleration, the electronic device determines the vehicle's ramp speed for leaving the slope based on the preset comfort acceleration, the current speed, the slope gradient, and the slope length of the slope. Furthermore, the electronic device inputs the vehicle's ramp speed for leaving the slope, the current speed, the slope gradient, and the slope gradient into a preset dynamics algorithm model to determine a fifth target output torque.

[0164] Subsequently, in one example, the electronic device inputs the vehicle's ramp speed off the flat slope, the second target top speed, the vehicle's mass, the uphill slope, and the slope length into a preset dynamic algorithm model to calculate the vehicle's sixth target output torque on the uphill slope.

[0165] In another example, the electronic device queries a third target uphill top speed from the first mapping relationship based on the vehicle's mass, cruising speed, vehicle speed at the top of the slope when leaving a flat slope, length of the uphill slope, and gradient of the uphill slope. Furthermore, the electronic device inputs the third target uphill top speed, the vehicle's mass, vehicle speed at the top of the slope when leaving a flat slope, length of the uphill slope, and gradient of the uphill slope into a preset dynamics algorithm model to determine a seventh target output torque. Subsequently, the electronic device controls the vehicle to travel on the uphill slope based on the sixth target output torque.

[0166] For example, Figure 10A schematic diagram of the vehicle control method provided by the present invention. Vehicle 2 is located at position A on a flat slope. After determining that the slope type is a flat slope connected to an uphill slope, the electronic device queries Table 2 above and finds that the second target top-of-slope speed of vehicle 2 is 71 km / h, based on the mass of vehicle 2 being 9500 kg, the cruising speed being 76 km / h, the uphill gradient being 1.2°, and the uphill length being 101 m. Furthermore, the electronic device determines that the vehicle's uphill speed is 85 km / h based on the second target top-of-slope speed being 71 km / h, the mass of the vehicle being 9500 kg, the uphill gradient being 1.2°, the uphill length being 101 m, and the preset minimum output torque being 1300 N·m. Subsequently, the electronic device applies the ramp speed of 85 km / h, the current speed of 75 km / h, the slope gradient of 0.2°, and the length of the flat slope of 620 meters to a preset dynamics algorithm model and calculates a third target output torque of 1100 N·m for vehicle 2 on the flat slope. Finally, the electronic device controls vehicle 2 via the CAN bus to drive at an output torque of 1100 N·m on the flat slope and at an output torque of 1300 N·m on the uphill slope.

[0167] It can be understood that when the electronic device determines that the vehicle is on a road connecting a flat slope to an uphill road, it determines the vehicle's uphill rush speed based on the second target top speed, the mass of the vehicle, the uphill slope information, and the minimum output torque. Furthermore, the electronic device determines the third target output torque based on the rush speed, the current speed, the flat slope information, and the preset dynamic algorithm model. In this way, the electronic device controls the vehicle to travel on the uphill based on the minimum output torque, and controls the vehicle to travel on the flat slope based on the third target output torque. In this way, the electronic device ensures that the vehicle travels with a stable output torque on both flat slopes and uphills, reduces the torque fluctuation frequency of the vehicle during driving, thereby controlling the stable current input to reduce power loss, thereby improving the vehicle's cruising range.

[0168] In one design, when the road ahead of the vehicle is flat, in order to improve the vehicle's range, Figure 11 As shown, the vehicle control method provided by the embodiment of the present invention also includes the following S311-S313.

[0169] S311. When the slope type is a flat slope, the electronic device divides the flat slope into a plurality of sub-flat slopes.

[0170] The slope of each sub-slope changes monotonically.

[0171] As one possible implementation method, when the slope type is a flat slope, the electronic device determines that there are multiple slopes in the flat slope section. Further, the electronic device obtains each slope and the length corresponding to each slope, and divides the flat slope into multiple sub-flat slopes based on each slope and the length corresponding to each slope.

[0172] It should be noted that the types of ramps include flat slopes, including: uphill connected to flat slope, flat slope connected to uphill, downhill connected to flat slope, flat slope connected to downhill, and completely flat slope.

[0173] S312: The electronic device determines, for each sub-level slope, a fourth target output torque corresponding to the vehicle on each sub-level slope according to the vehicle's starting cruising speed and ending cruising speed on each sub-level slope, slope information of each sub-level slope, and the mass of the vehicle.

[0174] As one possible implementation method, the electronic device obtains the length and gradient of the first sub-level slope. Furthermore, the electronic device inputs the vehicle's starting cruising speed, ending cruising speed, the length and gradient of the first sub-level slope, and the vehicle's mass into a preset dynamics algorithm model to calculate a fourth target output torque corresponding to the vehicle on the first sub-level slope. The first sub-level slope can be any one of the multiple sub-level slopes.

[0175] S313: The electronic device controls the vehicle to travel on each sub-level slope at a fourth target output torque corresponding to each sub-level slope.

[0176] As a possible implementation method, after obtaining the fourth target output torque corresponding to the first sub-slope, the electronic device controls the vehicle to travel on the first sub-slope through the CAN bus based on the fourth target output torque.

[0177] As will be appreciated, the electronic device divides the flat slope into multiple sub-slopes. Furthermore, based on the slope information of each sub-slope, the vehicle's mass, and the cruising speed, the electronic device determines the vehicle's output torque for each sub-slope and controls the vehicle to travel on each sub-slope at the corresponding fourth target output torque. This ensures that the vehicle's output torque on the flat slope not only meets the user's desired speed but also maintains stable current output, reducing the frequency of torque fluctuations during driving. This stable current input reduces power loss, thereby improving the vehicle's range.

[0178] The above mainly introduces the solution provided by the embodiment of the present invention from the perspective of method. In order to realize the above functions, it 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 embodiment disclosed herein, the embodiment of the present invention 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 be beyond the scope of the present invention.

[0179] In the embodiments of the present invention, the electronic device can be divided into functional modules according to the above-mentioned method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated into a single processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. Optionally, the module division in the embodiments of the present invention is illustrative and is only a logical functional division. In actual implementation, other division methods may be used.

[0180] Figure 12 This is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present invention. The vehicle includes an energy recovery system. Figure 12 As shown, the vehicle control device 40 provided by the embodiment of the present invention includes: a determination unit 401 and a control unit 402.

[0181] The determination unit 401 is used to determine the slope type of the road ahead of the vehicle. The road ahead is a road within a preset distance ahead of the vehicle. For example, Figure 3 , the determining unit 401 can be used to execute S301.

[0182] The determination unit 401 is further configured to determine the vehicle's bottom speed when leaving the downhill slope based on the downhill slope information and vehicle information if the vehicle is in a no-torque driving state on the downhill slope when the slope type includes a downhill slope. The slope information includes the slope gradient and slope length; the vehicle information includes the vehicle's current position, current speed, and mass. For example, in combination with Figure 3 , the determining unit 401 can be used to execute S302-S304.

[0183] The control unit 402 is used to control the vehicle to start the energy recovery system when the speed at the bottom of the slope is greater than or equal to the preset speed. Figure 3 , the control unit 402 can be used to execute S305.

[0184] Optionally, the determination unit 401 is specifically used to: determine the first slope threshold of the first sub-section based on the mass of the vehicle, the current speed, the maximum output torque of the vehicle and the slope of the first sub-section. The first sub-section is any sub-section in the road ahead. Determine the second slope threshold of the first sub-section based on the mass of the vehicle, the current speed and the slope of the first sub-section; when the slope of the first sub-section is greater than or equal to the first slope threshold, determine that the slope type includes uphill. When the slope of the first sub-section is less than the second slope threshold, determine that the slope type includes downhill. When the slope of the first sub-section is less than the first slope threshold and greater than or equal to the second slope threshold, determine that the slope type includes flat slope. For example, in combination Figure 4 , the determination unit 401 can be used to execute S3011-S3018.

[0185] Optionally, the determination unit 401 is further used to query the first target top speed of the vehicle when it leaves the uphill slope from the first mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope when the slope type is an uphill slope; the first mapping relationship is used to characterize the top speeds of different vehicles when they leave different uphill slopes at different speeds. The first target output torque is determined based on the first target top speed, the mass of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope, and the vehicle is controlled to travel on the uphill slope based on the first target output torque. For example, in combination with Figure 6 , the determining unit 401 can be used to execute S306-S308.

[0186] Optionally, the determination unit 401 is further configured to determine the second target output torque of the vehicle on the road ahead based on the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead when the slope type is a flat slope connected to an uphill slope. Figure 8 , the determining unit 401 can be used to execute S309.

[0187] The control unit 402 is further configured to control the vehicle to travel on the road ahead based on the second target output torque. Figure 8 , the control unit 402 can be used to execute S310.

[0188] Optionally, the second target output torque includes a preset minimum output torque of the vehicle on an uphill slope and a third target output torque of the vehicle on a flat slope; the determination unit 401 is specifically used to query the second target top speed of the uphill slope from the second mapping relationship according to the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope and the gradient of the uphill slope; the second mapping relationship is used to characterize the speed of the vehicle when entering and leaving different uphill slopes at different speeds. The ramp speed of the vehicle entering the uphill slope is determined based on the second target top speed, the mass of the vehicle, the slope information of the uphill slope and the minimum output torque. The third target output torque is determined based on the ramp speed, the current speed and the slope information of the flat slope. For example, in combination with Figure 9 , the determination unit 401 can be used to execute S3091-S3093.

[0189] Optional, such as Figure 13 As shown, the control device 40 further includes: a division unit 403. The division unit 403 is used to divide the flat slope into a plurality of sub-flat slopes when the slope type is a flat slope; the slope of each sub-flat slope varies monotonically. Figure 11 , the dividing unit 403 can be used to execute S311.

[0190] The determining unit 401 is further configured to determine, for each sub-level slope, a fourth target output torque corresponding to the vehicle on each sub-level slope according to the vehicle's starting cruising speed, ending cruising speed, slope information of each sub-level slope, and the vehicle's mass. Figure 11 , the determining unit 401 can be used to execute S312.

[0191] The control unit 402 is further configured to control the vehicle to travel on each sub-slope at a fourth target output torque corresponding to each sub-slope. Figure 11 , the control unit 402 can be used to execute S313.

[0192] In the case of implementing the functions of the above-mentioned integrated modules in the form of hardware, the embodiment of the present invention provides a possible structural diagram of the electronic device involved in the above-mentioned embodiment. Figure 14 As shown, the electronic device 50 includes a processor 501, a memory 502 and a bus 503. The processor 501 and the memory 502 may be connected via the bus 503.

[0193] Processor 501 is the control center of the communication device and can be a single processor or a collective term for multiple processing elements. For example, processor 501 can be a general-purpose central processing unit (CPU) or other general-purpose processor. The general-purpose processor can be a microprocessor or any conventional processor.

[0194] As an embodiment, the processor 501 may include one or more CPUs, such as Figure 6 CPU 0 and CPU 1 are shown in Figure 1.

[0195] The memory 502 may be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0196] As a possible implementation, memory 502 can exist independently of processor 501 and can be connected to processor 501 via bus 503 to store instructions or program codes. When processor 501 calls and executes the instructions or program codes stored in memory 502, the resource isolation method provided in the embodiment of the present invention can be implemented.

[0197] In another possible implementation, the memory 502 may also be integrated with the processor 501 .

[0198] Bus 503 can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. This bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 14 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0199] It should be pointed out that Figure 14 The structure shown does not constitute a limitation on the electronic device 50. Figure 14 In addition to the components shown, the electronic device 50 may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0200] As an example, combining Figure 12 The functions implemented by the determination unit 401 and the control unit 402 in the vehicle control device 40 are the same as those implemented by Figure 14 The function of the processor 501 in is the same.

[0201] Optional, such as Figure 14 As shown, the electronic device 50 provided by the embodiment of the present invention may further include a communication interface 504 .

[0202] The communication interface 504 is used to connect to other devices via a communication network. The communication network can be Ethernet, wireless access network, wireless local area network (WLAN), etc. The communication interface 504 can include a receiving unit for receiving data and a sending unit for sending data.

[0203] In one design, in the electronic device provided by an embodiment of the present invention, the communication interface may also be integrated into the processor.

[0204] Figure 15 FIG. 2 shows another hardware structure of an electronic device in an embodiment of the present invention. Figure 15 As shown, the electronic device 60 includes a processor 601 and a communication interface 602. The processor 601 is coupled to the communication interface 602.

[0205] The functions of the processor 601 may refer to the description of the processor 501. In addition, the processor 601 also has a storage function, which may refer to the function of the memory 502.

[0206] The communication interface 602 is used to provide data to the processor 601. The communication interface 602 can be an internal interface of the communication device, or an external interface of the communication device (equivalent to the communication interface 504).

[0207] It should be pointed out that Figure 15 The structure shown in the figure does not constitute a limitation on the electronic device, except Figure 15 In addition to the components shown, the electronic device may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0208] At the same time, the hardware structure diagram of the terminal provided by the embodiment of the present invention can also refer to the above Figure 14 or Figure 15 The description of the electronic device in the embodiment is not repeated here. The difference is that the electronic device includes a processor for executing the steps performed by the application relay device in the above embodiment.

[0209] Through the description of the above embodiments, those skilled in the art will clearly understand that for the sake of convenience and brevity, only the division of the above-mentioned functional units is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units as needed, that is, the internal structure of the device can be divided into different functional units to complete all or part of the functions described above. The specific working processes of the above-mentioned systems, devices, and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0210] An embodiment of the present invention further provides a computer-readable storage medium, in which instructions are stored. When a computer executes the instructions, the computer executes each step in the vehicle control method process shown in the above method embodiment.

[0211] An embodiment of the present invention provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute the vehicle control method in the above method embodiment.

[0212] Among them, the computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable computer disk, a hard disk. Random Access Memory (RAM), Read-Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM), a register, a hard disk, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any other form of computer-readable storage medium in a suitable combination of the above, or a numerical value in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be an integral part of the processor. The processor and the storage medium can be located in an application-specific integrated circuit (ASIC). In embodiments of the present invention, computer-readable storage media may be any tangible media that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0213] Since the electronic device, computer-readable storage medium, and computer program product in the embodiments of the present invention can be applied to the above method, the technical effects that can be obtained can also refer to the above method embodiments, and the embodiments of the present invention will not be repeated here.

[0214] The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or replacements within the technical scope disclosed by the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: The vehicle includes an energy recovery system, and the method includes: Determining a slope type of a road ahead of the vehicle; the road ahead is a road within a preset distance ahead of the vehicle; When the slope type includes a downhill slope, if the vehicle is in a no-torque driving state on the downhill slope, determining the vehicle's speed at the bottom of the downhill slope based on slope information of the downhill slope and the vehicle information; the slope information includes a slope gradient and a slope length; and the vehicle information includes a current position, a current speed, and a mass of the vehicle. When the speed at the bottom of the slope is greater than or equal to a preset speed, controlling the vehicle to activate the energy recovery system; When the slope type is a flat slope connected to an uphill slope, determining a second target output torque of the vehicle on the road ahead according to the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead, and controlling the vehicle to travel on the road ahead based on the second target output torque; The second target output torque includes a preset minimum output torque of the vehicle on the uphill slope and a third target output torque of the vehicle on the flat slope; and determining the second target output torque of the vehicle on the road ahead based on the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead includes: querying a second target top speed of the uphill slope from a second mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope, and the gradient of the uphill slope; the second mapping relationship is used to represent the speed of the vehicle when entering and leaving different uphill slopes at different speeds; determining a ramp speed of the vehicle entering the uphill slope according to the second target top speed, the mass of the vehicle, the slope information of the uphill slope, and the minimum output torque; The third target output torque is determined according to the ramp speed, the current speed, and the slope information of the flat slope.

2. The vehicle control method according to claim 1, characterized in that: Determining the slope type of the road ahead of the vehicle includes: determining a first slope threshold of the first sub-segment according to the mass of the vehicle, the current speed, the maximum output torque of the vehicle, and the slope of the first sub-segment; the first sub-segment being any sub-segment of the road ahead; determining a second gradient threshold of the first sub-section according to the mass of the vehicle, the current speed, and the gradient of the first sub-section; When the slope of the first sub-road section is greater than or equal to the first slope threshold, determining that the slope type includes an uphill slope; When the gradient of the first sub-road section is less than the second gradient threshold, determining that the slope type includes the downhill slope; When the slope of the first sub-road section is less than the first slope threshold and greater than or equal to the second slope threshold, it is determined that the slope type includes a flat slope.

3. The vehicle control method according to claim 1 or 2, characterized in that: The method further comprises: When the slope type is an uphill slope, a first target top speed for the vehicle to leave the uphill slope is queried from a first mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope; the first mapping relationship is used to represent the top speeds of different vehicles leaving different uphill slopes when traveling at different speeds on the different uphill slopes; A first target output torque is determined based on the first target hilltop speed, the mass of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope, and the vehicle is controlled to travel on the uphill slope based on the first target output torque.

4. The vehicle control method according to claim 1 or 2, characterized in that: The method further comprises: In the case where the ramp type is a flat slope, the flat slope is divided into a plurality of sub-flat slopes; the slope of each sub-flat slope varies monotonically; For each sub-level slope, determining a fourth target output torque of the vehicle corresponding to each sub-level slope based on a starting cruising speed and an ending cruising speed of the vehicle on each sub-level slope, the slope information of each sub-level slope, and a mass of the vehicle; The vehicle is controlled to travel on each sub-flat slope at the fourth target output torque corresponding to each sub-flat slope.

5. A vehicle control device, characterized in that: The vehicle includes an energy recovery system, and the apparatus includes: a determination unit and a control unit; The determining unit is configured to determine a slope type of a road ahead of the vehicle; the road ahead is a road within a preset distance ahead of the vehicle; The determining unit is further configured to, when the slope type includes a downhill slope, determine a speed of the vehicle at the bottom of the downhill slope based on slope information of the downhill slope and the vehicle information if the vehicle is in a no-output-torque driving state on the downhill slope; the slope information includes a slope gradient and a slope length; and the vehicle information includes a current position, a current speed, and a mass of the vehicle; The control unit is configured to control the vehicle to activate the energy recovery system when the speed at the bottom of the slope is greater than or equal to a preset speed; The determining unit is further configured to determine, when the slope type is a flat slope connected to an uphill slope, a second target output torque of the vehicle on the road ahead based on the vehicle information, the cruising speed of the vehicle, and the slope information of the road ahead; The control unit is further configured to control the vehicle to travel on the road ahead based on the second target output torque; The second target output torque includes a preset minimum output torque of the vehicle on the uphill slope and a third target output torque of the vehicle on the flat slope; the determining unit is specifically configured to: querying a second target top speed of the uphill slope from a second mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the length of the uphill slope, and the gradient of the uphill slope; the second mapping relationship is used to represent the speed of the vehicle when entering and leaving different uphill slopes at different speeds; determining a ramp speed of the vehicle entering the uphill slope according to the second target top speed, the mass of the vehicle, the slope information of the uphill slope, and the minimum output torque; The third target output torque is determined according to the ramp speed, the current speed, and the slope information of the flat slope.

6. The vehicle control device according to claim 5, characterized in that: The determining unit is specifically configured to: determining a first slope threshold of the first sub-segment according to the mass of the vehicle, the current speed, the maximum output torque of the vehicle, and the slope of the first sub-segment; the first sub-segment being any sub-segment of the road ahead; determining a second gradient threshold of the first sub-section according to the mass of the vehicle, the current speed, and the gradient of the first sub-section; When the slope of the first sub-road section is greater than or equal to the first slope threshold, determining that the slope type includes an uphill slope; When the gradient of the first sub-road section is less than the second gradient threshold, determining that the slope type includes the downhill slope; When the slope of the first sub-road section is less than the first slope threshold and greater than or equal to the second slope threshold, it is determined that the slope type includes a flat slope.

7. The vehicle control device according to claim 5 or 6, characterized in that: The determining unit is further configured to, when the slope type is uphill, querying a first target top speed for the vehicle to leave the uphill slope from a first mapping relationship based on the mass of the vehicle, the cruising speed of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope; The first mapping relationship is used to represent the top speeds of different vehicles leaving different uphill slopes at different speeds; A first target output torque is determined based on the first target hilltop speed, the mass of the vehicle, the current speed of the vehicle, the remaining distance of the vehicle on the uphill slope, and the slope information of the uphill slope, and the vehicle is controlled to travel on the uphill slope based on the first target output torque.

8. The vehicle control device according to claim 5 or 6, characterized in that: The device further comprises: a dividing unit; The division unit is configured to divide the slope into a plurality of sub-slopes when the slope type is a flat slope; the slope of each sub-slope varies monotonically; The determining unit is further configured to determine, for each sub-level slope, a fourth target output torque corresponding to the vehicle on each sub-level slope based on a starting cruising speed and an ending cruising speed of the vehicle on each sub-level slope, the slope information of each sub-level slope, and a mass of the vehicle; The control unit is further configured to control the vehicle to travel on each sub-level slope at the fourth target output torque corresponding to each sub-level slope.

9. An electronic device, characterized in that: include: A processor, a memory, and a communication interface; wherein the communication interface is used for the communication device to communicate with other devices or networks; The memory is used to store one or more programs, which include computer-executable instructions. When the electronic device is running, the processor executes the computer-executable instructions stored in the memory to enable the electronic device to perform the vehicle control method as described in any one of claims 1 to 4.

10. A computer-readable storage medium, characterized in that When the computer-readable storage medium stores instructions and is executed by an electronic device, the electronic device is enabled to execute the vehicle control method according to any one of claims 1 to 4.

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