A Single-Pedal Energy Recovery Adaptive Control Method and System for Automobiles

Abstract

The present invention discloses a single-pedal energy recovery adaptive control method and system for an automobile. The method includes: obtaining historical driving data of the vehicle; determining driving habits and road conditions corresponding to multiple moments according to the historical driving data; grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range; calculating single-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group; in the single-pedal mode, obtaining the current vehicle speed of the vehicle, and braking the vehicle after releasing the accelerator pedal according to the single-pedal energy recovery force coefficient corresponding to the current vehicle speed, so that the braking force of the accelerator pedal when the vehicle uses the single-pedal mode during driving adapts to the driving habits of the driver and the road conditions, improving the single-pedal energy recovery braking effect and the use experience of the single-pedal mode.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and particularly to a single-pedal energy recovery adaptive control method and system for an automobile. Background Art

[0002] The single-pedal braking technology refers to the combination of an accelerator pedal and a brake pedal (including a main control pedal and a brake pedal) to achieve the control of the acceleration and deceleration states of an electric vehicle. The single-pedal braking technology changes the control logic of the throttle pedal and the brake pedal of a traditional fuel vehicle. The single-pedal braking technology is applicable to plug-in and hybrid vehicles, and has the advantages of high energy recovery rate, reducing the use frequency of the brake pedal while saving energy, and is suitable for driving on urban roads. However, at present, the single-pedal energy recovery system cannot well control the braking force, resulting in a poor user experience for the driver. Summary of the Invention

[0003] An embodiment of the present invention provides a single-pedal energy recovery adaptive control method and system for an automobile, so that the single-pedal braking force adapts to the driving habits of the driver and improves the user experience of the single-pedal mode.

[0004] In a first aspect, an embodiment of the present invention provides a single-pedal energy recovery adaptive control method for an automobile, including:

[0005] Obtaining historical driving data of the vehicle;

[0006] Determining driving habits and road conditions corresponding to multiple moments according to the historical driving data;

[0007] Grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range;

[0008] Calculating single-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group;

[0009] In the single-pedal mode, obtaining the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead, and braking the vehicle after releasing the throttle pedal according to the single-pedal energy recovery force coefficient corresponding to the current vehicle speed and the current vehicle distance.

[0010] As an improvement of the above solution, the historical driving data includes: a plurality of instantaneous vehicle speed sequences, a plurality of throttle pedal opening sequences, and a plurality of vehicle distance sequences collected at a set time interval for a preset time length; wherein, the vehicle distance value in the vehicle distance sequence represents the vehicle distance between the vehicle and the obstacle ahead.

[0011] As an improvement to the above solution, determining driving habits and road conditions corresponding to multiple moments based on the historical driving data includes:

[0012] Calculating a sequence of change rates of the opening and closing of the accelerator pedal according to multiple sequences of accelerator pedal opening degrees;

[0013] Calculating a corresponding sequence of acceleration changes according to multiple sequences of instantaneous vehicle speeds;

[0014] Calculating a sequence of influencing factors of driving habits and road conditions according to the sequence of change rates of the opening and closing of the accelerator pedal and the sequence of acceleration changes;

[0015] Determining driving habits and road conditions at corresponding acquisition moments according to the sequence of influencing factors.

[0016] As an improvement to the above solution, calculating a sequence of change rates of the opening and closing of the accelerator pedal according to multiple sequences of accelerator pedal opening degrees includes:

[0017] Using the formula to calculate the sequence of change rates of the opening and closing of the accelerator pedal;

[0018] where Z x represents the sequence of change rates of the opening and closing of the accelerator pedal at the x-th acquisition moment, represents the accelerator pedal opening degrees at the (t + 1)-th and t-th moments in the sequence of accelerator pedal opening degrees acquired at the x-th acquisition moment, and T represents the time interval for acquiring the sequence of accelerator pedal opening degrees.

[0019] As an improvement to the above solution, calculating a sequence of influencing factors of driving habits and road conditions according to the sequence of change rates of the opening and closing of the accelerator pedal and the sequence of acceleration changes includes:

[0020] Using the formula to calculate the sequence of influencing factors of driving habits and road conditions;

[0021] where Q x represents the sequence of influencing factors of driving habits and road conditions corresponding to the x-th acquisition moment, Z x represents the sequence of change rates of the opening and closing of the accelerator pedal at the x-th acquisition moment, a x represents the sequence of acceleration changes at the x-th acquisition moment, and Var represents the variance function.

[0022] As an improvement to the above solution, calculating the single-pedal energy recovery strength coefficient at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group includes:

[0023] Divide the road congestion levels corresponding to each of the vehicle speed intervals according to the driving habits and road conditions of each group; wherein, the vehicle speed interval is in a proportional relationship with the road congestion level;

[0024] According to the set braking distance corresponding to each group and the instantaneous vehicle speed sequence and vehicle distance sequence in the corresponding historical driving data, calculate the single-pedal energy recovery strength coefficient at different vehicle speeds and different vehicle distances in the vehicle speed interval to which the corresponding group belongs.

[0025] As an improvement to the above solution, the vehicle speed intervals include: a first speed interval, a second speed interval, a third speed interval, and a fourth speed interval; wherein, the first speed interval < the second speed interval < the third speed interval < the fourth speed interval;

[0026] Then, calculating the single-pedal energy recovery strength coefficient at different vehicle speeds and different vehicle distances in the corresponding vehicle speed interval according to the historical driving data corresponding to the driving habits and road conditions of each group further includes:

[0027] Update the single-pedal energy recovery strength coefficient belonging to the fourth speed interval to a preset factory single-pedal energy recovery strength coefficient.

[0028] As an improvement to the above solution, the vehicle single-pedal energy recovery adaptive control method further includes:

[0029] Obtain the current vehicle distance sequence between the vehicle and the obstacle ahead;

[0030] Calculate the current vehicle distance change sequence according to the current vehicle distance sequence;

[0031] When any value in the current vehicle distance change sequence is less than a first set threshold and it is detected that the brake pedal of the vehicle is in the depressed state, control the throttle pedal to brake according to a preset maximum single-pedal energy recovery strength coefficient.

[0032] As an improvement to the above solution, the vehicle single-pedal energy recovery adaptive control method further includes:

[0033] Obtain the current throttle pedal opening sequence of the vehicle;

[0034] Calculate the change rate sequence of the current throttle pedal opening and closing according to the current throttle pedal opening sequence;

[0035] When any value in the change rate sequence of the current throttle pedal opening and closing is greater than a second set threshold and it is detected that the vehicle distance between the vehicle and the obstacle ahead at the current moment is less than a preset vehicle distance threshold, control the throttle pedal to brake according to the single-pedal energy recovery strength coefficient corresponding to the third speed interval.

[0036] Second aspect, an embodiment of the present invention provides an adaptive control system for single-pedal energy recovery of an automobile, including:

[0037] A historical driving data acquisition module for acquiring the historical driving data of the vehicle;

[0038] A driving habit and road condition determination module for determining the driving habits and road conditions corresponding to multiple moments according to the historical driving data;

[0039] A grouping module for grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range;

[0040] An energy recovery strength coefficient calculation module for calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group;

[0041] A braking control module for obtaining the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead in the single-pedal mode, and braking the vehicle after releasing the accelerator pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed and the current vehicle distance.

[0042] Compared with the prior art, the beneficial effects of the embodiment of the present invention are as follows: by acquiring the historical driving data of the vehicle; determining the driving habits and road conditions corresponding to multiple moments according to the historical driving data; grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range; calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group; in the single-pedal mode, obtaining the current vehicle speed of the vehicle, and braking the vehicle after releasing the accelerator pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed, so that the braking force of the accelerator pedal when the vehicle uses the single-pedal mode during driving adapts to the driving habits of the driver and the road conditions, improves the braking effect of single-pedal energy recovery, and improves the use experience of the single-pedal mode. Description of the Drawings

[0043] In order to more clearly illustrate the technical solutions of the present invention, the drawings to be used in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0044] Figure 1 It is a flowchart of an adaptive control method for single-pedal energy recovery of an automobile provided by an embodiment of the present invention;

[0045] Figure 2 It is a schematic diagram of an adaptive control system for single-pedal energy recovery of an automobile provided by an embodiment of the present invention. Specific embodiments

[0046] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0047] Embodiment 1

[0048] Please refer to Figure 1 , which is a flowchart of an adaptive control method for single-pedal energy recovery of an automobile provided by an embodiment of the present invention. The adaptive control method for single-pedal energy recovery of an automobile specifically includes:

[0049] S1: Obtain the historical driving data of the vehicle;

[0050] In the single-pedal mode, the throttle pedal (i.e., the main control pedal) and the brake pedal of the vehicle still work. For the throttle pedal, stepping on it will trigger an acceleration effect, and releasing the throttle pedal will have a braking recovery effect.

[0051] Furthermore, the historical driving data includes: a plurality of instantaneous vehicle speed sequences, a plurality of throttle pedal opening sequences, and a plurality of vehicle distance sequences of a preset time length collected at set time intervals; wherein, the vehicle distance value in the vehicle distance sequence represents the vehicle distance between the vehicle and the obstacle in front.

[0052] Exemplarily, the vehicle distance between the vehicle and the obstacle in front (such as a vehicle, a motor vehicle, a pedestrian, etc.) during driving is collected by an on-vehicle lidar; for example, the vehicle distance D from the obstacle in front is recorded every 0.02 seconds during driving, obtaining a vehicle distance sequence D x , the sequence length of each vehicle distance sequence is three minutes and can be recorded for a long time. Since the general vehicle distance recognized by the on-vehicle lidar is 150 meters, when no obstacle is recognized within 150 meters in front, this moment is automatically recorded as the maximum value of 150 meters, and the numerical range of the vehicle distance sequence D x is [0, 150] meters. x represents the corresponding collection moment, and the vehicle distance sequence D collected in the most recent month is obtained x .

[0053] The instantaneous vehicle speed of the vehicle can be directly read through the vehicle's ECU. During driving, the instantaneous vehicle speed V is recorded every 0.02 seconds, obtaining an instantaneous vehicle speed sequence Vx Each instantaneous vehicle speed sequence has a length of three minutes and can be recorded for a long time. Let \(x\) represent the corresponding acquisition moment, and obtain the instantaneous vehicle speed sequence \(V\) collected in the most recent month. x .

[0054] The opening degree of the throttle pedal can be directly read through the vehicle's ECU. During driving, the opening degree of the throttle pedal is recorded every 0.02 seconds. In this embodiment, it is defined that the angle between the throttle pedal and the floor is 60°. Then, when the throttle pedal is not depressed, it is recorded as 0°, and when the throttle pedal is depressed to the end, it is recorded as 60°, obtaining a throttle pedal opening degree sequence \(K\) within the range of \([0°, 60°]\). x . Each throttle pedal opening degree sequence \(K\) x has a length of three minutes and can be recorded for a long time. Let \(x\) represent the corresponding acquisition moment, and obtain the throttle pedal opening degree sequence \(K\) collected in the most recent month. x .

[0055] S2: Determine the driving habits and road conditions corresponding to multiple moments according to the historical driving data;

[0056] S3: Group the driving habits and road conditions; where each group corresponds to a vehicle speed interval;

[0057] Exemplarily, according to the pre-divided vehicle speed intervals, use the K-means algorithm to group the driving habits and road conditions, obtaining the driving habits and road conditions of each vehicle speed interval. For example, it is divided into 4 groups of driving habits and road conditions with the instantaneous speed mainly concentrated in 0 - 10 km / h, 10 - 30 km / h, 30 - 40 km / h, and above 40 km / h.

[0058] S4: Calculate the single-pedal energy recovery strength coefficient at different vehicle speeds and different vehicle distances in the corresponding vehicle speed interval according to the historical driving data corresponding to the driving habits and road conditions of each group;

[0059] S5: In the single-pedal mode, obtain the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead, and brake the vehicle after releasing the throttle pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed and the current vehicle distance.

[0060] In the embodiment of the present invention, by calculating the single-pedal energy recovery force coefficient at different vehicle speeds and different vehicle distances, a corresponding single-pedal energy recovery force coefficient table can be established for different vehicle speed intervals. During subsequent driving, when using the single-pedal mode, the single-pedal energy recovery force coefficient table for the corresponding vehicle speed interval can be directly found according to the current vehicle speed of the vehicle, and then the single-pedal energy recovery force coefficient corresponding to the vehicle speed and vehicle distance is matched from the single-pedal energy recovery force coefficient table to brake the vehicle after releasing the accelerator pedal, so that the braking force of the accelerator pedal when the vehicle uses the single-pedal mode during driving adapts to the driving habits of the driver and road conditions, improves the single-pedal energy recovery braking effect, and improves the use experience of the single-pedal mode.

[0061] In an alternative embodiment, S2: According to the historical driving data, determine the driving habits and road conditions corresponding to multiple moments, including:

[0062] S21: Calculate the corresponding change rate sequence of the opening and closing of the accelerator pedal according to multiple sequences of accelerator pedal opening degrees;

[0063] Exemplarily, use the formula to calculate the change rate sequence of the opening and closing of the accelerator pedal;

[0064] where Z x represents the change rate sequence of the opening and closing of the accelerator pedal at the xth acquisition moment, represents the accelerator pedal opening degrees at the (t + 1)th and tth moments in the accelerator pedal opening degree sequence collected at the xth acquisition moment, and T represents the time interval for collecting the accelerator pedal opening degree sequence.

[0065] The change rate sequence of the opening and closing of the accelerator pedal can reflect the driving habits of the driver, such as whether it belongs to aggressive driving or smooth driving, and can also reflect road conditions, such as congestion or normal driving. When driving on a congested section, the throttle opening of the accelerator pedal is constantly adjusted. The positive and negative values of the change rate sequence Z x of the opening and closing of the accelerator pedal can reflect whether the vehicle is accelerating or decelerating. When the fluctuation of the value is larger, it means the road is more congested.

[0066] S22: Calculate the corresponding acceleration change sequence according to multiple instantaneous vehicle speed sequences;

[0067] Exemplarily, use the formula to calculate the acceleration change sequence;

[0068] where a x represents the acceleration change sequence at the xth acquisition moment, represents the instantaneous vehicle speeds at the (t + 1)-th and t-th moments in the instantaneous vehicle speed sequence collected at the x-th collection moment, and T represents the time interval for collecting the instantaneous vehicle speed sequence.

[0069] the acceleration change sequence a x The positive or negative value in it can also reflect whether the vehicle is accelerating or decelerating. The acceleration change sequence a x can reflect the driving intensity of the driver. When the acceleration change sequence a x has a larger extreme value or greater fluctuation, it means that the driving is relatively intense and the driver likes to accelerate and decelerate suddenly.

[0070] S23: Calculate the influence factor sequence of driving habits and road conditions according to the change rate sequence of the opening and closing of the throttle pedal and the acceleration change sequence;

[0071] Exemplarily, use the formula to calculate the influence factor sequence of driving habits and road conditions;

[0072] where Q x represents the influence factor sequence of driving habits and road conditions corresponding to the x-th collection moment, Z x represents the change rate sequence of the opening and closing of the throttle pedal at the x-th collection moment, a x represents the acceleration change sequence at the x-th collection moment, and Var represents the variance function.

[0073] S24: Determine the driving habits and road conditions at the corresponding collection moments according to the influence factor sequence.

[0074] The values in the influence factor sequence Q of driving habits and road conditions x can reflect driving habits and road conditions, and its value range is [0, 1]. When the value in Q x is closer to 1, the variance is larger, which means the fluctuation is greater, indicating that the driving habit is more intense and the road is more congested.

[0075] Exemplarily, multiple intense levels of driving habits and congestion levels of road conditions can be preset in advance, and then the value range [0, 1] is divided into intervals corresponding to different intense levels and congestion levels. [0, 0.25) corresponds to the first intense level and the first congestion level, [0.25, 0.5) corresponds to the second intense level and the second congestion level, [0.5, 0.75) corresponds to the third intense level and the third congestion level, and [0.75, 1] corresponds to the fourth intense level and the fourth congestion level.

[0076] In an alternative embodiment, calculating the one-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed intervals according to the historical driving data corresponding to the driving habits and road conditions of each group includes:

[0077] Dividing the road congestion levels corresponding to each vehicle speed interval according to the driving habits and road conditions of each group; wherein, there is a proportional relationship between the vehicle speed interval and the road congestion level;

[0078] Calculating the one-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances in the vehicle speed interval to which each group belongs according to the set braking vehicle distance corresponding to each group and the instantaneous vehicle speed sequence and vehicle distance sequence in the corresponding historical driving data.

[0079] Among them, different road congestion levels correspond to different set braking vehicle distances. According to V - kV = D - D s Calculate the one-pedal energy recovery force coefficient k; V represents the instantaneous vehicle speed, D represents the vehicle distance between the vehicle and the obstacle ahead, and D s represents the set braking vehicle distance of the road congestion level corresponding to the vehicle speed interval to which V belongs.

[0080] Furthermore, the vehicle speed intervals include: a first speed interval, a second speed interval, a third speed interval, and a fourth speed interval; wherein, the first speed interval < the second speed interval < the third speed interval < the fourth speed interval;

[0081] Then, calculating the one-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed intervals according to the historical driving data corresponding to the driving habits and road conditions of each group further includes:

[0082] Updating the one-pedal energy recovery force coefficient belonging to the fourth speed interval to a preset factory one-pedal energy recovery force coefficient.

[0083] Exemplarily, the first speed interval is 0 - 10 km / h; the second speed interval is 10 - 30 km / h; the third speed interval is 30 - 40 km / h; the fourth speed interval is greater than 40 km / h; through grouping, the above-mentioned determined driving habits and road conditions can be divided into driving habit and road condition sets corresponding to the respective speed intervals; the above grouping can cover all road conditions and driving habits that the driver of the vehicle encounters. Analyze the one-pedal energy recovery force coefficients for different groups:

[0084] For the speed range of 0 - 10 km / h, the road congestion level is determined as four, indicating a severe congestion situation. At this time, the braking distance can be relatively short, and the set braking distance is set to 1 m. Since braking is generally linear, a single-pedal energy recovery strength coefficient k is set. At this time, the braking equation is V - kV = D - 1. For each distance sequence D x and the instantaneous speed sequence V x in this group, all the instantaneous speeds V and distances D are input into this formula for machine calculation, and the single-pedal energy recovery strength coefficient k corresponding to different speeds and distances within the speed range of 0 - 10 km / h is obtained. During subsequent driving, when encountering congestion ahead, when the driver releases the accelerator pedal, according to the current speed of the vehicle, the corresponding k value for the speed and distance can be called through machine learning, so that it is possible to stop about 1 m away from the vehicle in front without stepping on the brake pedal, improving the driving experience.

[0085] For the speed range of 20 - 30 km / h, the road congestion level is determined as three, indicating a moderate congestion situation. At this time, the set braking distance is set to 2.5 m, and the braking equation is V - kV = D - 2.5. For each distance sequence D x and the instantaneous speed sequence V x in this group, all the instantaneous speeds V and distances D are input into this formula for machine calculation, and the single-pedal energy recovery strength coefficient k corresponding to different speeds and distances within the speed range of 20 - 30 km / h is obtained. During subsequent driving, when encountering the same speed and distance relationship, the corresponding k value for the speed and distance can be called through machine learning, so that it is possible to stop about 2.5 m away from the vehicle in front without stepping on the brake pedal, improving the driving experience.

[0086] For the speed range of 30 - 40 km / h, the road congestion level is determined as two, indicating no congestion, which is a normal driving section of an urban road. At this time, the set braking distance is set to 5 m, and the braking equation is V - kV = D - 5. For each distance sequence D x and the instantaneous speed sequence V x in this group, all the instantaneous speeds V and distances D are input into this formula for machine calculation, and the single-pedal energy recovery strength coefficient k corresponding to different speeds and distances within the speed range of 20 - 30 km / h is obtained. During subsequent driving, when encountering the same speed and distance relationship, the corresponding k value for the speed and distance can be called through machine learning, so that it is possible to stop about 2.5 m away from the vehicle in front without stepping on the brake pedal, improving the driving experience.

[0087] For the group with a speed greater than 40 km / h, its single-pedal energy recovery strength coefficient is forcibly set to the factory single-pedal energy recovery strength coefficient, so that when the driver releases the accelerator pedal, braking is performed according to the factory single-pedal energy recovery strength coefficient set by the vehicle at the factory.

[0088] During driving, when the vehicle speed is in any one of the ranges of 0 - 10 km / h, 10 - 30 km / h, or 30 - 40 km / h, and during the braking process in single-pedal mode, if the vehicle distance exceeds the corresponding set braking stop distance and the vehicle in front accelerates forward again, then control the vehicle to stop braking and maintain a coasting state until the driver steps on the accelerator pedal again.

[0089] In an alternative embodiment, the single-pedal energy recovery adaptive control method for the vehicle further includes:

[0090] Obtain the current vehicle distance sequence between the vehicle and the obstacle ahead;

[0091] Calculate the current vehicle distance change sequence based on the current vehicle distance sequence;

[0092] When any value in the current vehicle distance change sequence is less than the first set threshold and it is detected that the brake pedal of the vehicle is in the depressed state, control the accelerator pedal to brake according to the preset maximum single-pedal energy recovery strength coefficient.

[0093] Since various situations are unknown during driving and have a relatively high probability of occurrence, such as a vehicle or other obstacle suddenly appearing ahead, at this time, it is necessary to ensure the maximum braking effect in single-pedal mode to ensure timely braking. Exemplarily, through P t =(D t -D t-1 ) / T to calculate the current vehicle distance change sequence, where D t , D t-1 represent the instantaneous vehicle speeds at the t-th moment and the (t - 1)-th moment respectively, and T represents the time interval for collecting the vehicle distance, for example, T = 0.02 s. This formula represents the ratio of the difference between the vehicle distance at the current moment and the previous moment to the unit time. If there is no obstacle value at the previous moment, it is 150. At this time, if an obstacle appears 5 meters ahead, the value of P is very small. In the embodiment of the present invention, the first set threshold is set. When P is less than the first set threshold and at the same time it is detected that the brake pedal is depressed, the accelerator pedal enables the preset maximum single-pedal energy recovery strength coefficient for braking; it should be noted that the user can customize the maximum single-pedal energy recovery strength coefficient.

[0094] In an alternative embodiment, the single-pedal energy recovery adaptive control method for the vehicle further includes:

[0095] Obtain the current accelerator pedal opening sequence of the vehicle;

[0096] Calculate the change rate sequence of the current accelerator pedal opening and closing based on the current accelerator pedal opening sequence;

[0097] When any value in the sequence of change rates of the current throttle pedal opening and closing is greater than a second set threshold, and it is detected that the distance between the vehicle and the obstacle ahead at the current moment is less than a preset distance threshold, control the throttle pedal to brake according to the single-pedal energy recovery force coefficient corresponding to the third speed range.

[0098] For the analysis of misoperation situations, for example, when encountering an emergency brake, since the single-pedal mode is often used, the driver is very likely to mistake the throttle pedal for the brake pedal. For this situation, analyze the sequence of change rates of the current throttle pedal opening and closing. If the driver suddenly presses the throttle pedal to the bottom, an extreme value will appear in the sequence of change rates of the throttle pedal opening and closing, that is, a peak appears in the sequence. In the embodiment of the present invention, a first set threshold is set. When any value in the sequence of change rates of the throttle pedal opening and closing is greater than a second set threshold, and the vehicle distance at this moment is less than a preset distance threshold, such as 50 m, the acceleration mode is not started, and the single-pedal energy recovery force coefficient corresponding to the vehicle speed range of 30 - 40 km / h is used for braking to achieve a high energy recovery mode. At the same time, the brake pedal is started, which can reduce the occurrence of accidents.

[0099] Compared with the prior art, in the embodiment of the present invention, by obtaining multiple instantaneous vehicle speed sequences, multiple throttle pedal opening sequences, and multiple vehicle distance sequences within a period of time, and then calculating the single-pedal energy recovery force coefficients at different vehicle speeds and different vehicle distances based on the multiple instantaneous vehicle speed sequences, multiple throttle pedal opening sequences, and multiple vehicle distance sequences, a corresponding single-pedal energy recovery force coefficient table can be established for different vehicle speed ranges. During subsequent driving, when using the single-pedal mode, the single-pedal energy recovery force coefficient table corresponding to the current vehicle speed of the vehicle can be directly found, and then the single-pedal energy recovery force coefficient corresponding to the corresponding vehicle speed and vehicle distance is matched from the single-pedal energy recovery force coefficient table to brake the vehicle after releasing the throttle pedal, so that the braking force of the throttle pedal when the vehicle uses the single-pedal mode during driving adapts to the driver's driving habits and the distance from the vehicle ahead, improving the single-pedal energy recovery braking effect and the use experience of the single-pedal mode.

[0100] Embodiment 2

[0101] Please refer to Figure 2 , the embodiment of the present invention provides an adaptive control system for single-pedal energy recovery of an automobile, including:

[0102] A historical driving data acquisition module 1, configured to acquire the historical driving data of the vehicle;

[0103] A driving habit and road condition determination module 2, configured to determine the driving habits and road conditions corresponding to multiple moments according to the historical driving data;

[0104] A grouping module 3, configured to group the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range;

[0105] An energy recovery strength coefficient calculation module 4, configured to calculate the single-pedal energy recovery strength coefficient at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group;

[0106] A braking control module 5, configured to, in the single-pedal mode, obtain the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead, and brake the vehicle after releasing the accelerator pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed and the current vehicle distance.

[0107] In an optional embodiment, the historical driving data includes: a plurality of instantaneous vehicle speed sequences, a plurality of accelerator pedal opening sequences, and a plurality of vehicle distance sequences of a preset time length collected at a set time interval; wherein, the vehicle distance value in the vehicle distance sequence represents the vehicle distance between the vehicle and the obstacle ahead.

[0108] In an optional embodiment, the driving habit and road condition determination module 2 includes:

[0109] An accelerator pedal opening and closing change rate calculation unit, configured to calculate a corresponding change rate sequence of the accelerator pedal opening and closing according to a plurality of the accelerator pedal opening sequences;

[0110] An acceleration change calculation unit, configured to calculate a corresponding acceleration change sequence according to a plurality of the instantaneous vehicle speed sequences;

[0111] An influencing factor calculation unit, configured to calculate an influencing factor sequence of the driving habits and road conditions according to the change rate sequence of the accelerator pedal opening and closing and the acceleration change sequence;

[0112] A driving habit and road condition determination unit, configured to determine the driving habits and road conditions at the corresponding collection moment according to the influencing factor sequence.

[0113] In an optional embodiment, the accelerator pedal opening and closing change rate calculation unit is specifically configured to use the formula to calculate the change rate sequence of the accelerator pedal opening and closing;

[0114] wherein, Z x represents the change rate sequence of the accelerator pedal opening and closing at the x-th collection moment, represents the accelerator pedal openings at the (t + 1)-th and t-th moments in the accelerator pedal opening sequence collected at the x-th collection moment, and T represents the time interval for collecting the accelerator pedal opening sequence.

[0115] In an alternative embodiment, the influencing factor calculation unit is specifically configured to use the formula to calculate the influencing factor sequences of driving habits and road conditions;

[0116] where Q x represents the influencing factor sequence of driving habits and road conditions corresponding to the xth acquisition moment, Z x represents the change rate sequence of the opening and closing of the throttle pedal at the xth acquisition moment, a x represents the acceleration change sequence at the xth acquisition moment, and Var represents the variance function.

[0117] In an alternative embodiment, the regenerative braking force coefficient calculation module 4 includes:

[0118] A road congestion level division unit, configured to divide the road congestion levels corresponding to each vehicle speed range according to the driving habits and road conditions of each group; wherein, the vehicle speed range is in a direct proportion relationship with the road congestion level;

[0119] A regenerative braking force coefficient calculation unit, configured to calculate the single-pedal regenerative braking force coefficients at different vehicle speeds and different vehicle distances in the vehicle speed range to which the corresponding group belongs according to the set braking distance corresponding to each group and the instantaneous vehicle speed sequence and vehicle distance sequence in the corresponding historical driving data.

[0120] In an alternative embodiment, the vehicle speed ranges include: a first speed range, a second speed range, a third speed range, and a fourth speed range; wherein, the first speed range < the second speed range < the third speed range < the fourth speed range;

[0121] Then the regenerative braking force coefficient calculation module 4 further includes:

[0122] A regenerative braking force coefficient update unit, configured to update the single-pedal regenerative braking force coefficient belonging to the fourth speed range to a preset factory single-pedal regenerative braking force coefficient.

[0123] In an alternative embodiment, the vehicle single-pedal regenerative braking adaptive control system further includes:

[0124] A current vehicle distance acquisition module, configured to acquire the current vehicle distance sequence between the vehicle and the obstacle ahead;

[0125] A current vehicle distance change calculation module, configured to calculate the current vehicle distance change sequence according to the current vehicle distance sequence;

[0126] The first braking control module is used to control the throttle pedal to brake according to the preset maximum single-pedal energy recovery strength coefficient when any value in the current vehicle distance change sequence is less than the first set threshold and it is detected that the brake pedal of the vehicle is in the depressed state.

[0127] In an optional embodiment, the vehicle single-pedal energy recovery adaptive control system further includes:

[0128] The current throttle pedal opening acquisition module is used to acquire the current throttle pedal opening sequence of the vehicle;

[0129] The current throttle pedal opening and closing change rate calculation module is used to calculate the change rate sequence of the current throttle pedal opening and closing according to the current throttle pedal opening sequence;

[0130] The second braking control module is used to control the throttle pedal to brake according to the single-pedal energy recovery strength coefficient corresponding to the third speed range when any value in the change rate sequence of the current throttle pedal opening and closing is greater than the second set threshold and it is detected that the vehicle distance between the vehicle and the obstacle ahead is less than the preset vehicle distance threshold at the current moment.

[0131] It should be noted that the technical principle and achieved technical effect of the embodiment of the present invention are the same as those of the first embodiment. To avoid repetition, they will not be elaborated here.

[0132] It should be noted that the device embodiments described above are only illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. In addition, in the attached drawings of the device embodiments provided by the present invention, the connection relationship between the modules indicates that they have a communication connection, which can be specifically implemented as one or more communication buses or signal lines. Those of ordinary skill in the art can understand and implement without creative work.

[0133] The above is the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present invention, many improvements and refinements can still be made, and these improvements and refinements are also regarded as the protection scope of the present invention.

Claims

1. A single-pedal energy recovery adaptive control method for an automobile, characterized in that, Including: Obtaining historical driving data of a vehicle; Determining driving habits and road conditions corresponding to multiple moments according to the historical driving data; Grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range; Calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group; In single-pedal mode, obtaining the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead, and braking the vehicle after releasing the accelerator pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed and the current vehicle distance; The historical driving data includes: multiple instantaneous vehicle speed sequences, multiple accelerator pedal opening sequences, and multiple vehicle distance sequences of a preset time length collected at set time intervals; wherein, the vehicle distance values in the vehicle distance sequence represent the vehicle distance between the vehicle and the obstacle ahead; The determining driving habits and road conditions corresponding to multiple moments according to the historical driving data includes: Calculating a corresponding change rate sequence of the opening and closing of the accelerator pedal according to multiple accelerator pedal opening sequences; Calculating a corresponding acceleration change sequence according to multiple instantaneous vehicle speed sequences; Calculating an influence factor sequence of driving habits and road conditions according to the change rate sequence of the opening and closing of the accelerator pedal and the acceleration change sequence; Determining the driving habits and road conditions at the corresponding collection moments according to the influence factor sequence.

2. The automotive single-pedal energy recovery adaptive control method according to claim 1, characterized in that, The calculating a corresponding change rate sequence of the opening and closing of the accelerator pedal according to multiple accelerator pedal opening sequences includes: Use the formula to calculate the sequence of change rates of the opening and closing of the throttle pedal; Among them, Z X represents the sequence of change rates of the opening and closing of the throttle pedal at the x-th acquisition moment, represents the throttle pedal opening at the (t + 1)-th and t-th moments in the throttle pedal opening sequence acquired at the x-th acquisition moment, and T represents the time interval for acquiring the throttle pedal opening sequence.

3. The single-pedal energy recovery adaptive control method for an automobile according to claim 1, wherein The calculating an influence factor sequence of driving habits and road conditions according to the change rate sequence of the opening and closing of the accelerator pedal and the acceleration change sequence includes: Using the formula Calculate the influence factor sequence of driving habits and road conditions; Among them, Q x represents the influence factor sequence of driving habits and road conditions corresponding to the x-th acquisition moment, Z X represents the change rate sequence of the opening and closing of the accelerator pedal at the x-th acquisition moment, a X represents the acceleration change sequence at the x-th acquisition moment, and Var represents the variance function.

4. The single-pedal energy recovery adaptive control method for an automobile according to claim 1, wherein, The calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group includes: Dividing the road congestion levels corresponding to each vehicle speed range according to the driving habits and road conditions of each group; wherein, the vehicle speed range is in a direct proportion relationship with the road congestion level; Calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the vehicle speed range to which each group belongs according to the set braking vehicle distance corresponding to each group and the instantaneous vehicle speed sequence and vehicle distance sequence in the corresponding historical driving data.

5. The single-pedal energy recovery adaptive control method for an automobile according to claim 4, wherein The vehicle speed ranges include: a first speed range, a second speed range, a third speed range, and a fourth speed range; wherein, the first speed range < the second speed range < the third speed range < the fourth speed range; Then the calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group further includes: Updating the single-pedal energy recovery strength coefficient belonging to the fourth speed range to a preset factory single-pedal energy recovery strength coefficient.

6. The single-pedal energy recovery adaptive control method for an automobile according to claim 5, wherein Further including: Obtaining the current vehicle distance sequence between the vehicle and the obstacle ahead; Calculating a current vehicle distance change sequence according to the current vehicle distance sequence; When any value in the current vehicle distance change sequence is less than the first set threshold and it is detected that the brake pedal of the vehicle is in the depressed state, control the throttle pedal to brake according to the preset maximum single-pedal energy recovery strength coefficient.

7. The single-pedal energy recovery adaptive control method for an automobile according to claim 6, wherein It further includes: Obtain the current throttle pedal opening sequence of the vehicle; According to the current throttle pedal opening sequence, calculate the change rate sequence of the opening and closing of the current throttle pedal; When any value in the change rate sequence of the opening and closing of the current throttle pedal is greater than the second set threshold and it is detected that the vehicle distance between the vehicle and the obstacle ahead at the current moment is less than the preset vehicle distance threshold, control the throttle pedal to brake according to the single-pedal energy recovery strength coefficient corresponding to the third speed range.

8. An adaptive control system for single-pedal energy recovery of a vehicle, characterized in that, It further includes: A historical driving data acquisition module for acquiring the historical driving data of the vehicle; A driving habit and road condition determination module for determining the driving habits and road conditions corresponding to multiple moments according to the historical driving data; A grouping module for grouping the driving habits and road conditions; wherein, each group corresponds to a vehicle speed range; An energy recovery strength coefficient calculation module for calculating the single-pedal energy recovery strength coefficients at different vehicle speeds and different vehicle distances in the corresponding vehicle speed range according to the historical driving data corresponding to the driving habits and road conditions of each group; A braking control module for, in the single-pedal mode, acquiring the current vehicle speed of the vehicle and its current vehicle distance from the obstacle ahead, and braking the vehicle after releasing the throttle pedal according to the single-pedal energy recovery strength coefficient corresponding to the current vehicle speed and the current vehicle distance; The historical driving data includes: a plurality of instantaneous vehicle speed sequences, a plurality of throttle pedal opening sequences, and a plurality of vehicle distance sequences with a preset time length collected at set time intervals; wherein, the vehicle distance values in the vehicle distance sequence represent the vehicle distance between the vehicle and the obstacle ahead; The driving habit and road condition determination module includes: A throttle pedal opening and closing change rate calculation unit for calculating the corresponding change rate sequence of the opening and closing of the throttle pedal according to a plurality of the throttle pedal opening sequences; An acceleration change calculation unit for calculating the corresponding acceleration change sequence according to a plurality of the instantaneous vehicle speed sequences; An influencing factor calculation unit for calculating the influencing factor sequence of driving habits and road conditions according to the change rate sequence of the opening and closing of the throttle pedal and the acceleration change sequence; A driving habit and road condition determination unit for determining the driving habits and road conditions at the corresponding acquisition moment according to the influencing factor sequence.

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