Vehicle speed control method, device, equipment and storage medium

Abstract

The present application provides a vehicle speed control method, device, equipment and storage medium, the method comprising: if it is detected that the vehicle pedal opening meets the acceleration condition, then the vehicle is determined to enter the acceleration phase; in the acceleration phase, the first torque is periodically determined based on the current speed of the vehicle; after each determination of the first torque, the determined first torque is adjusted based on the acceleration torque, and the adjusted first torque is used as the output torque of the engine; after the vehicle reaches the target speed, the acceleration phase is exited, and the second torque is used as the output torque of the engine. Through the above method, the driver's driving intention can be accurately judged, the engine operation is not affected by the driver's bad driving habits, and energy saving and emission reduction are achieved.

Description

Technical Field

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

[0002] During the driving process, the driver controls the opening of the vehicle accelerator pedal to change the engine output torque so that the vehicle's power torque meets the actual driving needs. When the engine output torque is controlled by pre-calibrated parameters, the relationship between the accelerator pedal opening and the engine output torque has been determined in advance. During the control process, the engine only mechanically responds to the change in the accelerator pedal opening according to the calibration results to change the output torque.

[0003] However, during actual driving, the driver may experience pedal fluctuations, abnormal pedaling, etc. The vehicle's electronic control unit will respond to the accelerator pedal opening and accelerate the vehicle, but the driver does not need to accelerate at this time, so he will release the pedal, which will cause the engine to inject fuel ineffectively, resulting in an increase in transient engine conditions, deterioration of vehicle fuel economy, and increased vehicle emissions. In order to solve the above problems, the existing technology will delay and reduce the pedal opening, but this solution cannot truly clarify the driver's needs. If the driver has a need to accelerate, such as overtaking, delaying and reducing the pedal opening will not allow the vehicle to complete acceleration in time. SUMMARY OF THE INVENTION

[0004] The embodiments of the present application provide a vehicle speed control method, device, equipment and storage medium, which can better meet the driving needs of the driver.

[0005] In a first aspect, an embodiment of the present application provides a vehicle speed control method, the method comprising:

[0006] If it is detected that the vehicle pedal opening meets the acceleration condition, it is determined that the vehicle enters the acceleration stage;

[0007] During the acceleration phase, the cycle determines a first torque based on the current speed of the vehicle;

[0008] After each determination of the first torque, the determined first torque is adjusted based on the acceleration torque, and the adjusted first torque is used as the output torque of the engine, wherein the acceleration torque is determined based on the difference between the torque corresponding to the vehicle pedal opening in the pedal characteristic (map) and the output torque of the vehicle engine before acceleration, and the detected current mode of the vehicle transmission;

[0009] After the vehicle reaches the target vehicle speed, the acceleration stage is exited, and the second torque is used as the output torque of the engine, where the second torque is used to maintain the vehicle at the target vehicle speed, and the second torque is determined based on an increment of the first torque, and the increment of the first torque is determined based on the difference and the currently detected mode of the vehicle transmission.

[0010] In the above embodiment, when the pedal opening changes, the torque generated by the driver's operation no longer directly enters the vehicle controller, but through the above acceleration logic: the cycle determines the first torque based on the current vehicle speed; after each determination of the first torque, the determined first torque is adjusted based on the acceleration torque, and the adjusted first torque is used as the output torque of the engine; after the vehicle reaches the target vehicle speed, the acceleration stage is exited, and the second torque is used as the output torque of the engine. By controlling the driving speed of the vehicle according to this acceleration logic, the torque control can be made more reasonable, the driver's driving intention can be accurately judged, the engine operation is not affected by the driver's bad driving habits, and thus energy conservation and emission reduction can be achieved.

[0011] In a possible implementation manner, the acceleration torque and the increment of the first torque are determined by the following method:

[0012] If the currently detected mode of the vehicle transmission is the economy mode, the acceleration torque and the increment of the first torque are determined based on the first ratio corresponding to the economy mode, where the first ratio represents the ratio between the increment of the first torque and the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference;

[0013] If the currently detected mode of the vehicle transmission is the power mode, the acceleration torque and the increment of the first torque are determined based on the second ratio corresponding to the power mode, where the second ratio represents the ratio between the increment of the first torque and the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference;

[0014] Wherein, the first ratio is greater than the second ratio.

[0015] In the above embodiment, according to different modes of the vehicle transmission, the difference between the torque corresponding to the vehicle pedal opening in the pedal map and the output torque of the vehicle engine before acceleration is divided into two parts, one part as the acceleration torque and one part as the increment of the first torque, rather than directly sending the torque in the pedal map to the controller, which can accurately judge the driver's driving intention to a certain extent.

[0016] In a possible implementation manner, the vehicle pedal opening is judged whether to meet the acceleration condition by the following method:

[0017] If it is detected that the degree of change of the pedal opening within a preset unit time period is greater than a preset degree of change, it is determined that the vehicle pedal opening meets the acceleration condition.

[0018] In the above embodiment, if it is detected that the degree of change of the pedal opening within a preset unit time period is greater than a preset degree of change, it can be determined that the driver has an intention to accelerate, and then enter the acceleration stage.

[0019] In a possible implementation manner, the using the second torque as the output torque of the engine includes:

[0020] Based on a set step value, gradually adjust the torque output by the engine until the torque output by the engine is equal to the second torque.

[0021] In the above embodiment, for the engine, the stronger the transient change, the greater the fuel consumption. Therefore, in order to reduce the fuel consumption, the output torque of the engine is gradually adjusted to the second torque according to a preset step value, rather than instantaneously adjusting the output torque to the second torque.

[0022] In a possible implementation manner, the second torque is determined by the following method:

[0023] Take the sum of the increment of the first torque and the output torque of the vehicle engine before acceleration as the second torque.

[0024] In the above embodiment, the second torque is used to maintain the vehicle at the target vehicle speed. Adding the increment of the first torque to the output torque of the vehicle engine before acceleration as the second torque to maintain the target vehicle speed can more accurately respond to the driver's driving intention.

[0025] In a possible implementation manner, the target vehicle speed is determined by the following method:

[0026] According to multiple vehicle speeds within a detected historical preset time period, multiple pedal openings within the historical preset time period, and multiple slope values within the historical preset time period, determine the driving state of the vehicle before acceleration;

[0027] Input the second torque into the vehicle driving resistance equation corresponding to the driving state of the vehicle before acceleration to obtain the target vehicle speed.

[0028] In the above embodiment, setting different vehicle driving resistance equations for different driving states of the vehicle before acceleration can obtain the target vehicle speeds under different driving states. Dividing the driving state before acceleration into multiple types can adjust the target vehicle speed according to the driver's driving needs, while responding to the driver's expectations, and also realizing the optimization of the vehicle's economy and emissions.

[0029] In a possible implementation manner, the driving state before vehicle acceleration includes part or all of the flat road constant speed state and the slope constant speed state;

[0030] Determining the driving state before vehicle acceleration according to a plurality of vehicle speeds within a detected historical preset time period, a plurality of pedal openings within the historical preset time period, and a plurality of slope values within the historical preset time period includes:

[0031] If it is detected that the change in vehicle speed between each acquisition moment within the historical preset time period is less than a first preset vehicle speed, the variance corresponding to a plurality of vehicle speeds within the historical preset time period is less than a first preset threshold, the variance corresponding to a plurality of pedal openings within the historical preset time period is greater than a second preset threshold, and a plurality of slope values within the historical preset time period are all less than a first preset slope value, it is determined that the vehicle is in a flat road constant speed state before acceleration;

[0032] If it is detected that the change in vehicle speed between each acquisition moment within the historical preset time period is less than a second preset vehicle speed, the variance corresponding to a plurality of vehicle speeds within the historical preset time period is less than a third preset threshold, the variance corresponding to a plurality of pedal openings within the historical preset time period is greater than a fourth preset threshold, and a plurality of slope values within the historical preset time period are all greater than a second preset slope value, it is determined that the vehicle is in a slope constant speed state before acceleration;

[0033] Wherein, the first preset slope value is less than the second preset slope value.

[0034] In the above embodiment, the driving state before vehicle acceleration is divided into a flat road constant speed state and a slope constant speed state. The corresponding vehicle driving resistance equation can be determined according to the driving state, and then the target vehicle speed corresponding to this driving state can be obtained. While responding to the driver's expectation, the optimization of the vehicle's economy and emissions is also achieved.

[0035] In a second aspect, an embodiment of the present application provides a vehicle speed control device, and the device includes:

[0036] A determination acceleration module, configured to determine that when it is detected that the vehicle pedal opening satisfies the acceleration condition, it is determined that the vehicle enters the acceleration stage;

[0037] A determination first torque module, configured to periodically determine a first torque based on the current vehicle speed during the acceleration stage;

[0038] An adjustment module, configured to, after each determination of the first torque, adjust the determined first torque based on the acceleration torque, and use the adjusted first torque as the output torque of the engine, where the acceleration torque is determined based on the difference between the torque corresponding to the vehicle pedal opening in the pedal characteristic map and the output torque of the vehicle engine before acceleration, and the currently detected mode of the vehicle transmission;

[0039] The output torque determination module is configured to, after the vehicle reaches the target vehicle speed, exit the acceleration phase and use the second torque as the output torque of the engine, where the second torque is used to maintain the vehicle at the target vehicle speed, and the second torque is determined based on the increment of the first torque, and the increment of the first torque is determined based on the difference and the currently detected mode of the vehicle transmission.

[0040] In a third aspect, an embodiment of the present application provides a vehicle speed control device, the device includes:

[0041] At least one processor; and a memory communicatively connected to the at least one processor; wherein, the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the method of the first aspect above.

[0042] In a fourth aspect, an embodiment of the present application provides a computer storage medium, the computer storage medium stores a computer program, and the computer program is used to cause a computer to execute the method of the first aspect above. Description of the Drawings

[0043] Figure 1 It is a schematic diagram of the overall process of a vehicle speed control method according to an exemplary embodiment of the present invention;

[0044] Figure 2 It is a schematic diagram of the relationship between the pedal opening and the output torque at a fixed vehicle speed in the pedal map according to an exemplary embodiment of the present invention;

[0045] Figure 3 It is a schematic diagram of the detailed process of a vehicle speed control method according to an exemplary embodiment of the present invention;

[0046] Figure 4 It is a schematic diagram of an automotive system according to an exemplary embodiment of the present invention;

[0047] Figure 5 It is a schematic diagram of a vehicle speed control device according to an exemplary embodiment of the present invention;

[0048] Figure 6 It is a schematic diagram of a vehicle speed control device according to an exemplary embodiment of the present invention. Detailed Description of the Embodiment

[0049] The technical solutions in the embodiments of the present application will be clearly and thoroughly described below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0050] To solve the problem that the driver's driving needs cannot be met due to possible fluctuations or abnormal stepping on the pedal during actual driving, the embodiments of the present application provide a vehicle speed control method, and its flow is as Figure 1 shown, and the method includes:

[0051] S101: If it is detected that the vehicle pedal opening satisfies the acceleration condition, it is determined that the vehicle enters the acceleration stage.

[0052] When it is detected that the vehicle pedal opening satisfies the acceleration condition, that is, the driver has an acceleration intention at this time, instead of sending the output torque corresponding to the current pedal opening in the pedal map to the vehicle controller, the vehicle speed control method provided by the embodiments of the present application is started. Among them, in the pedal map, when the vehicle speed is fixed, the relationship between the pedal opening and the output torque is as Figure 2 shown, the larger the pedal opening, the greater the required output torque.

[0053] In a possible implementation manner, the vehicle pedal opening is determined whether to satisfy the acceleration condition in the following way:

[0054] If it is detected that the change degree of the pedal opening within a preset unit time period is greater than the preset change degree, it is determined that the vehicle pedal opening satisfies the acceleration condition.

[0055] Taking the preset change degree as 0.5 and the preset unit time period as 1 s as an example, the pedal opening at the 1st s is 10%, and the pedal opening at the 2nd s is 65%, then the change degree is (65% - 10%) / 1 s = 0.55 > 0.5, so it is determined that the vehicle pedal opening satisfies the acceleration condition.

[0056] Taking the preset change degree as 0.5 and the preset unit time period as 0.5 s as an example, the pedal opening at the 1st s is 10%, and the pedal opening at the 0.5th s is 40%, then the change degree is (40% - 10%) / 0.5 s = 0.6 > 0.5, so it is determined that the vehicle pedal opening satisfies the acceleration condition.

[0057] S102: During the acceleration stage, a first torque is determined periodically based on the current vehicle speed.

[0058] In the embodiment of the present application, in the pre-acceleration stage of the vehicle, the vehicle is in a uniform driving state (basic state); in the acceleration stage, the first torque increases with the increase of the speed, and the first torque is used as the output torque, and the acceleration torque remains unchanged, that is, the difference between the first torque after each adjustment and the first torque before each adjustment is always kept as the acceleration torque; in the post-acceleration stage, the output torque becomes the second torque, and the driving speed of the vehicle is maintained at the target speed, where the vehicle speed in the pre-acceleration stage is less than the target speed in the post-acceleration stage.

[0059] S103: After determining the first torque each time, adjust the determined first torque based on the acceleration torque, and use the adjusted first torque as the output torque of the engine.

[0060] After determining to enter the acceleration stage, obtain the difference between the torque corresponding to the vehicle pedal opening in the pedal map and the output torque of the vehicle engine before acceleration. In order to ensure the fuel economy of the whole vehicle while accurately fulfilling the driver's acceleration expectation, not all of this difference will be used as the acceleration torque and directly added to the output torque of the vehicle engine before acceleration. That is to say, the torque corresponding to the vehicle pedal opening in the pedal map will not be directly used as the output torque and then the vehicle will be accelerated with this output torque. Instead, a part of this difference is used as the acceleration torque, and the engine periodically adds this acceleration torque to the output torque of the vehicle engine before acceleration (when entering the acceleration stage, the output torque of the vehicle engine before acceleration becomes the first torque), and the vehicle is accelerated with the output torque after each addition.

[0061] S104: After the vehicle reaches the target speed, exit the acceleration stage, and use the second torque as the output torque of the engine.

[0062] Wherein, the second torque is used to keep the vehicle at the target speed, and the sum of the increment of the first torque and the output torque of the vehicle engine before acceleration is used as the second torque.

[0063] After exiting the acceleration stage, using the second torque as the output torque of the engine includes:

[0064] Based on the set step value, gradually adjust the torque output by the engine until the torque output by the engine is equal to the second torque.

[0065] Among them, the set step value can be multiple or single. For example, the torque after the acceleration stage is 100 N×M, the second torque is 120 N×M, and the set step value is 5, then 100 N×M is adjusted according to 105 N×M, 110 N×M, 115 N×M, 120 N×M; if the set step values are 2, 4, 6, 8, then 100 N×M is adjusted according to 102 N×M, 106 N×M, 112 N×M, 120 N×M. The embodiments of the present application do not make specific limitations, as long as the gradual adjustment is ensured.

[0066] If the output torque of the engine changes transiently, it will cause relatively high fuel consumption. Therefore, after exiting the acceleration stage, the output torque is slowly adjusted to the second torque according to the set step value, thereby reducing fuel consumption.

[0067] The vehicle transmission is one of the vehicle accessories. To adapt to different working conditions, it can be used to change the driving force and driving speed of the vehicle (shift gears) when the engine speed and torque remain unchanged; enable the vehicle to reverse (reverse); the engine can stop without turning off (neutral gear), etc. Generally, the motion modes of the transmission include economic mode, power mode, standard mode and snow mode. Among them, the economic mode is used to maintain balanced operation and smooth driving. The shift speed is relatively low, improving fuel economy; in the power mode, the automatic transmission can keep the engine in the high-power range all the time to meet the need for maximum power, the shift speed is relatively high, and the fuel consumption is also high; the standard mode is also called the normal mode, which is between the economic driving mode and the power driving mode; compared with the standard mode, the snow mode keeps the throttle valve within a smaller opening range to prevent the vehicle from slipping when driving on a snow track.

[0068] In the vehicle speed control method provided by the embodiments of the present application, only whether the current mode of the transmission is the economic mode or the power mode is judged. The current mode of the transmission can be uploaded to the vehicle controller, and the vehicle controller will determine the distribution method for the difference according to the current mode of the transmission, as specifically described in the following embodiments:

[0069] (1) Economic mode.

[0070] If it is detected that the current mode of the vehicle transmission is the economic mode, the acceleration torque and the increment of the first torque are determined based on the first ratio corresponding to the economic mode, where the first ratio represents the ratio of the increment of the first torque to the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference.

[0071] For example, when it is detected that the mode of the vehicle transmission is the economy mode, 60% of the difference is used as the increment of the first torque, and 30% is used as the acceleration torque, where the first ratio is 60%:30% = 2:1. The first ratio can also be set to 3:2, as long as it is ensured that the proportion of the increment of the first torque is greater than the proportion of the acceleration torque. No specific limitation is made here. In addition, to ensure the economy of the whole vehicle, the difference may not be fully distributed. 10% or 5% can be left without being distributed to either the increment of the first torque or the acceleration torque. No specific limitation is made on the non-distribution ratio here, as long as it is ensured that the sum of the acceleration torque and the increment of the first torque is not greater than the difference.

[0072] (2) Power mode.

[0073] If the currently detected mode of the vehicle transmission is the power mode, the acceleration torque and the increment of the first torque are determined based on the second ratio corresponding to the power mode, where the second ratio represents the ratio between the increment of the first torque and the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference.

[0074] For example, when it is detected that the mode of the vehicle transmission is the economy mode, 30% of the difference is used as the increment of the first torque, and 60% is used as the acceleration torque, where the second ratio is 30%:60% = 1:2. The second ratio can also be set to 2:3, as long as it is ensured that the proportion of the increment of the first torque is less than the proportion of the acceleration torque. No specific limitation is made here. In addition, to ensure the economy of the whole vehicle, the difference may not be fully distributed. 10% or 5% can be left without being distributed to either the increment of the first torque or the acceleration torque. No specific limitation is made on the non-distribution ratio here, as long as it is ensured that the sum of the acceleration torque and the increment of the first torque is not greater than the difference. Among them, the first ratio is greater than the second ratio.

[0075] Before determining the target vehicle speed, it is first necessary to determine the driving state of the vehicle before acceleration. The driving state of the vehicle before acceleration includes part or all of the flat road uniform speed state and the slope uniform speed state. Different driving states before vehicle acceleration have different corresponding vehicle driving resistance equations, and for different driving states before acceleration, their corresponding target vehicle speeds are also different. The vehicle driving resistance equation can be determined according to multiple vehicle speeds within a historical preset time period, multiple pedal openings within the historical preset time period, and multiple slope values within the historical preset time period; inputting the second torque into the vehicle driving resistance equation corresponding to the driving state of the vehicle before acceleration can obtain the target vehicle speed.

[0076] The determination of the vehicle driving resistance equation can be specifically implemented through the following methods:

[0077] (1) Flat road uniform speed state.

[0078] If the vehicle speed changes between each acquisition moment in the historical preset time period are all less than the first preset vehicle speed, the variance corresponding to multiple vehicle speeds in the historical preset time period is less than the first preset threshold, the variance corresponding to multiple pedal openings in the historical preset time period is greater than the second preset threshold, and multiple slope values in the historical preset time period are all less than the first preset slope value, it is determined that the vehicle is in a flat road uniform speed state before acceleration.

[0079] The vehicle driving resistance equation corresponding to the flat road uniform speed state is: M = av 2 + bv + c, where M is the torque output by the engine when the vehicle is in the flat road uniform speed state in the historical preset time period, a, b, and c are constant parameters to be determined in the vehicle driving resistance equation when the vehicle is in the flat road uniform speed state, and v is the average vehicle speed when the vehicle is in the flat road uniform speed state in the historical preset time period.

[0080] The following method is adopted to determine the parameters of the vehicle driving resistance equation when the vehicle is in the flat road uniform speed state:

[0081] Obtain multiple v in the historical preset time period and multiple M corresponding to the multiple v;

[0082] Select any 3 v and 3 M from multiple v in multiple historical preset time periods and multiple M corresponding to the multiple v, and input them into the vehicle driving resistance equation when the vehicle is in the flat road uniform speed state to obtain the first equation set, such as where v is obtained periodically. For example, an average speed v is calculated every 20 seconds or every minute, and each v uniquely corresponds to an M.

[0083] Analyze the first equation set to obtain parameters a, b, and c. To ensure the accuracy of parameters a, b, and c, several groups of data can be selected to form different equation sets, and multiple groups of parameters a, b, and c obtained by analyzing different equation sets are calculated respectively, and the average value is used as the final result. For example, select 3 groups of data to form 3 equation sets, analyze the equation sets, and obtain (a 1 、b 1 、c 1 ),(a 2 、b 2 、c 2 ),(a 3 、b 3 、c 3 ), calculate the average value of a 1 、a 2 、a 3 as parameter a, calculate the average value of b 1 、b 2 、b 3 as parameter b, calculate the average value of c 1 、c2 and c 3 The average value of 3 is used as the parameter c.

[0084] (2) Gradient uniform state.

[0085] If it is detected that the vehicle speed changes between each acquisition moment in the historical preset time period are all less than the second preset vehicle speed, the variance corresponding to multiple vehicle speeds in the historical preset time period is less than the third preset threshold, the variance corresponding to multiple pedal openings in the historical preset time period is greater than the fourth preset threshold, and multiple gradient values in the historical preset time period are all greater than the second preset gradient value, it is determined that the vehicle is in a gradient uniform state before acceleration.

[0086] The gradient uniform state includes an uphill uniform state and a downhill uniform state. The vehicle driving resistance equation corresponding to the uphill uniform state is: M' = a'v' 2 + b'v' + c' + m×sinα, and the vehicle driving resistance equation corresponding to the uphill uniform state is: M' = a'v' 2 + b'v' + c' - m×sinα. Where M’ is the second torque output by the engine when the vehicle is in the gradient uniform state in the historical preset time period, v’ is the average vehicle speed when the vehicle is in the gradient uniform state in the historical preset time period, a’, b’, c’ are constant parameters to be determined in the vehicle driving resistance equation when the vehicle is in the gradient uniform state, m is the total vehicle weight, and α is the gradient value. Among them, the total vehicle weight is the sum of the vehicle curb weight, the weight of the driver and passengers, and the luggage weight. The curb mass is what people often call the self-weight of a car, which is the weight of the vehicle itself, excluding the mass of the people or goods carried, nor the weight of the driver.

[0087] The following method is adopted to determine the parameters of the vehicle driving resistance equation when the vehicle is in the gradient uniform state:

[0088] Obtain multiple v’s in the historical preset time period, multiple M’s corresponding to the multiple v’s, and the total vehicle weight m;

[0089] Select any 3 v’s and 3 M’s from the multiple v’s in the stored historical preset time period and the multiple M’s corresponding to the multiple v’s, and input them into the vehicle driving resistance equation when the vehicle is in the gradient uniform state to obtain a second set of equations. For example: Among them, v’ is obtained periodically. For example, an average speed v’ is calculated every 20 seconds or every 1 minute, and each v’ uniquely corresponds to an M’.

[0090] Solve the second system of equations to obtain parameters a', b', and c'. To ensure the accuracy of parameters a', b', and c', several groups of data can be selected to form different systems of equations. Analyze different systems of equations to obtain multiple groups of parameters a', b', and c', calculate the average values respectively, and use the average values as the final results. For example, select 3 groups of data to form 3 systems of equations, analyze the systems of equations, and obtain (a 1 ', b 1 ', c 1 '), (a 2 ', b 2 ', c 2 '), (a 3 ', b 3 ', c 3 '). Calculate the average value of a 1 ', a 2 ', a 3 ' as parameter a', calculate the average value of b 1 ', b 2 ', b 3 ' as parameter b', and calculate the average value of c 1 ', c 2 ', c 3 ' as parameter c'. It should be noted that for the constant slope state, different slope values correspond to different parameters a', b', and c'. When the slope value changes, recalculate parameters a', b', and c' to obtain the vehicle driving resistance equation corresponding to the slope value.

[0091] The specific process of the vehicle speed control method will be described in detail below, as specifically shown in Figure 3 :

[0092] S301: Enter the vehicle acceleration pre-driving state judgment process;

[0093] S302: Judge whether the vehicle is in a flat road constant speed state. If so, execute S303; otherwise, execute S304;

[0094] S303: According to the obtained vehicle driving parameters, obtain the vehicle driving resistance equation in the flat road constant speed state. The implementation method of the vehicle driving resistance equation in the flat road constant speed state is as described above and will not be elaborated here;

[0095] S304: Determine that it is in the constant slope state. According to the obtained vehicle driving parameters, obtain the vehicle driving resistance equation in the constant slope state. The implementation method of the vehicle driving resistance equation in the constant slope state is as described above and will not be elaborated here;

[0096] S305: Determine whether the vehicle pedal opening meets the acceleration condition. If it does, execute S306; otherwise, continue to determine whether the vehicle pedal opening meets the acceleration condition. The acceleration condition is as described in S101 above and will not be elaborated here.

[0097] S306: Enter the acceleration phase and calculate the difference between the torque corresponding to the vehicle pedal opening in the pedal map and the output torque of the vehicle engine before acceleration.

[0098] S307: Determine whether the vehicle gearbox is in the economy mode. If it is, execute S308; otherwise, execute S309.

[0099] S308: Based on the first ratio corresponding to the economy mode, determine the acceleration torque and the increment of the first torque. The specific implementation is as described in the implementation manners of (1) economy mode and (2) power mode above and will not be elaborated here.

[0100] S309: Determine it as the power mode. Based on the second ratio corresponding to the power mode, determine the acceleration torque and the increment of the first torque. The specific implementation is as described in the implementation manners of (1) economy mode and (2) power mode above and will not be elaborated here.

[0101] S310: Determine the first torque according to the acceleration torque, determine the second torque according to the increment of the first torque, and determine the target vehicle speed according to the second torque and the corresponding vehicle driving resistance equation. The specific implementation is as described above and will not be elaborated here.

[0102] S311: Accelerate the vehicle using the first torque.

[0103] S312: Determine whether the target vehicle speed is reached. If it is, execute S313; otherwise, continue to determine whether the target vehicle speed is reached.

[0104] S313: Exit the acceleration phase.

[0105] A vehicle speed control method provided by an embodiment of the present application, with vehicle speed, accelerator pedal opening signal, brake pedal opening signal, engine speed, and engine output torque as inputs and the controlled accelerator pedal opening signal as the output, can decouple and distinguish the torque required for the vehicle to travel and the torque that meets the driver's acceleration intention through an acceleration logic when the pedal opening of the vehicle changes. At this time, the accelerator pedal opening signal (torque in the pedal map) generated by the driver's operation no longer directly enters the vehicle controller. Instead, after dynamically adjusting the output torque according to signal characteristics, the current engine operating state and other parameters through the vehicle speed control method, it is sent to the vehicle controller. The vehicle controlled according to this acceleration logic can accurately judge the driver's driving intention, without being affected by the driver's bad driving habits on the engine operation, achieving energy conservation and emission reduction. Moreover, compared with the electronic horizon technology, this project participates in driving control in real time, does not require cruise conditions, and does not require additional hardware such as in-vehicle communication devices.

[0106] Based on the same inventive concept, an embodiment of the present application also provides a vehicle speed control device 400, as Figure 4 shown, the device includes:

[0107] An acceleration determination module 401, configured to determine that the vehicle enters an acceleration phase when it is detected that the vehicle pedal opening meets the acceleration condition;

[0108] A first torque determination module 402, configured to periodically determine a first torque based on the current vehicle speed during the acceleration phase;

[0109] An adjustment module 403, configured to, after each determination of the first torque, adjust the determined first torque based on the acceleration torque and use the adjusted first torque as the output torque of the engine, where the acceleration torque is determined based on the difference between the torque corresponding to the vehicle pedal opening in the pedal characteristic map and the output torque of the vehicle engine before acceleration, and the currently detected mode of the vehicle transmission;

[0110] An output torque determination module 404, configured to exit the acceleration phase after the vehicle reaches the target vehicle speed and use a second torque as the output torque of the engine, where the second torque is used to maintain the vehicle at the target vehicle speed, and the second torque is determined based on an increment of the first torque, and the increment of the first torque is determined based on the difference and the currently detected mode of the vehicle transmission.

[0111] In a possible implementation manner, the output torque determination module is configured to determine the acceleration torque and the increment of the first torque in the following manner:

[0112] If the current mode of the detected vehicle transmission is the economy mode, determine the acceleration torque and the increment of the first torque based on the first ratio corresponding to the economy mode, where the first ratio represents the ratio of the increment of the first torque to the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference;

[0113] If the current mode of the detected vehicle transmission is the power mode, determine the acceleration torque and the increment of the first torque based on the second ratio corresponding to the power mode, where the second ratio represents the ratio of the increment of the first torque to the acceleration torque; the sum of the acceleration torque and the increment of the first torque is not greater than the difference;

[0114] Wherein, the first ratio is greater than the second ratio.

[0115] In a possible implementation manner, the determining acceleration module is configured to determine whether the vehicle pedal opening meets the acceleration condition by the following method:

[0116] If it is detected that the degree of change of the pedal opening within a preset unit time period is greater than a preset degree of change, it is determined that the vehicle pedal opening meets the acceleration condition.

[0117] In a possible implementation manner, the determining output torque module is configured to use the second torque as the output torque of the engine, including:

[0118] Based on a set step value, gradually adjust the torque output by the engine until the torque output by the engine is equal to the second torque.

[0119] In a possible implementation manner, the determining output torque module is configured to determine the second torque by the following method:

[0120] Take the sum of the increment of the first torque and the output torque of the vehicle engine before acceleration as the second torque.

[0121] In a possible implementation manner, the determining output torque module is configured to determine the target vehicle speed by the following method:

[0122] Determine the driving state of the vehicle before acceleration according to a plurality of vehicle speeds within a detected historical preset time period, a plurality of pedal openings within the historical preset time period, and a plurality of slope values within the historical preset time period;

[0123] Input the second torque into the vehicle driving resistance equation corresponding to the driving state of the vehicle before acceleration to obtain the target vehicle speed.

[0124] In a possible implementation manner, the driving state of the vehicle before acceleration includes part or all of a flat road uniform speed state and a slope uniform speed state;

[0125] The output torque determination module is configured to determine the driving state of the vehicle before acceleration based on a plurality of vehicle speeds within a detected historical preset time period, a plurality of pedal opening degrees within the historical preset time period, and a plurality of slope values within the historical preset time period, including:

[0126] If it is detected that the change in vehicle speed between each acquisition moment within the historical preset time period is less than a first preset vehicle speed, the variance corresponding to the plurality of vehicle speeds within the historical preset time period is less than a first preset threshold, the variance corresponding to the plurality of pedal opening degrees within the historical preset time period is greater than a second preset threshold, and the plurality of slope values within the historical preset time period are all less than a first preset slope value, it is determined that the vehicle is in a flat road uniform speed state before acceleration;

[0127] If it is detected that the change in vehicle speed between each acquisition moment within the historical preset time period is less than a second preset vehicle speed, the variance corresponding to the plurality of vehicle speeds within the historical preset time period is less than a third preset threshold, the variance corresponding to the plurality of pedal opening degrees within the historical preset time period is greater than a fourth preset threshold, and the plurality of slope values within the historical preset time period are all greater than a second preset slope value, it is determined that the vehicle is in a slope uniform speed state before acceleration;

[0128] Wherein, the first preset slope value is less than the second preset slope value.

[0129] Based on the same inventive concept, an embodiment of the present application further provides an automobile, as Figure 5 shown, the automobile includes:

[0130] A vehicle controller 501, configured to execute any one of the vehicle speed control methods in the above embodiments, and communicate with a vehicle speed sensor 502, an engine torque sensor 503, a pedal opening sensor 504, a slope value sensor 505, and an instrument display system 506;

[0131] The vehicle speed sensor 502 is configured to detect a plurality of vehicle speeds within a historical preset time period;

[0132] The engine torque sensor 503 is configured to detect the engine output torque;

[0133] The pedal opening sensor 504 is configured to detect a plurality of pedal opening degrees within a historical preset time period;

[0134] The slope value sensor 505 is configured to detect a plurality of slope values within a historical preset time period;

[0135] The instrument display system 506 is configured to display driving parameters during vehicle driving, such as vehicle speed, remaining fuel quantity, etc.

[0136] Based on the same inventive concept, an embodiment of the present application further provides a vehicle speed control device, the device includes:

[0137] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute a vehicle speed control method.

[0138] As Figure 6 shown, the device includes a processor 601, a memory 602, a communication interface 603; and a bus 604. Among them, the processor 601, the memory 602, and the communication interface 603 are interconnected via the bus 604.

[0139] The processor 601 is configured to read and execute instructions in the memory 602 to enable the at least one processor to execute the vehicle speed control method provided in the above embodiment.

[0140] The memory 602 is configured to store various instructions and programs of the vehicle speed control method provided in the above embodiment.

[0141] The communication interface 603 is configured for data interaction between a transient smoke sensor and an electronic control unit.

[0142] The bus 604 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 only a thick line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus.

[0143] The processor 601 may be a central processing unit (CPU), a network processor (NP), a graphic processing unit (GPU), or any combination of CPU, NP, and GPU. It may also be a hardware chip. The above-mentioned hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The above-mentioned PLD may be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof.

[0144] In addition, the present application also provides a computer-readable storage medium storing a computer program for causing a computer to execute the method described in any one of the above embodiments.

[0145] These computer program instructions may also be stored in a computer-readable memory capable of guiding a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device implements the processes Figure 1 one process or multiple processes and / or blocks Figure 1 the functions specified in one block or multiple blocks.

[0146] These computer program instructions may also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process. Therefore, the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one process or multiple processes and / or blocks Figure 1 one block or multiple blocks.

[0147] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0148] Obviously, those skilled in the art can make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application is also intended to include these modifications and variations.

Claims

1. A vehicle speed control method, characterized in that: The method comprises: If it is detected that the vehicle pedal opening meets the acceleration condition, it is determined that the vehicle enters the acceleration stage; During the acceleration phase, the cycle determines a first torque based on a current speed of the vehicle; After each determination of the first torque, the determined first torque is adjusted based on the acceleration torque, and the adjusted first torque is used as the output torque of the engine, wherein the acceleration torque is determined based on the difference between the torque corresponding to the vehicle pedal opening in the pedal characteristic map and the output torque of the vehicle engine before acceleration, and the detected current mode of the vehicle transmission; After the vehicle reaches the target speed, the acceleration phase is exited and a second torque is used as the output torque of the engine, wherein the second torque is used to maintain the vehicle at the target speed, and the second torque is determined based on an increment of the first torque, and the increment of the first torque is determined based on the difference and a detected current mode of the vehicle transmission.

2. The method according to claim 1, characterized in that The acceleration torque and the increment of the first torque are determined by: If the current mode of the vehicle transmission detected is the economy mode, determining the acceleration torque and the increment of the first torque based on a first ratio corresponding to the economy mode, wherein the first ratio represents a ratio between the increment of the first torque and the acceleration torque; The sum of the increments of the acceleration torque and the first torque is not greater than the difference; If the current mode of the detected vehicle transmission is the power mode, determining the acceleration torque and the increment of the first torque based on a second ratio corresponding to the power mode, wherein the second ratio represents a ratio between the increment of the first torque and the acceleration torque; The sum of the increments of the acceleration torque and the first torque is not greater than the difference; Wherein, the first ratio is greater than the second ratio.

3. The method according to claim 1, characterized in that The following method is used to determine whether the vehicle pedal opening meets the acceleration condition: If it is detected that the change degree of the pedal opening within the preset unit time period is greater than the preset change degree, it is determined that the vehicle pedal opening meets the acceleration condition.

4. The method according to claim 1, characterized in that: The using the second torque as the output torque of the engine comprises: Based on the set step value, the torque output by the engine is gradually adjusted until the torque output by the engine is equal to the second torque.

5. The method according to claim 1, characterized in that The second torque is determined as follows: The sum of the increment of the first torque and the output torque of the vehicle engine before acceleration is taken as the second torque.

6. The method according to any one of claims 1 to 5, characterized in that: The target vehicle speed is determined by: Determining the driving state of the vehicle before acceleration based on a plurality of vehicle speeds detected within a preset historical time period, a plurality of pedal openings detected within a preset historical time period, and a plurality of slope values ​​detected within a preset historical time period; The second torque is input into a vehicle driving resistance equation corresponding to the vehicle driving state before acceleration to obtain the target vehicle speed.

7. The method according to claim 6, characterized in that The vehicle's running state before acceleration includes part or all of a flat road uniform speed state and a slope uniform speed state; The determining of the driving state of the vehicle before acceleration based on the detected multiple vehicle speeds within a historical preset time period, multiple pedal openings within a historical preset time period, and multiple slope values ​​within a historical preset time period includes: If it is detected that the vehicle speed changes between the collection moments in the historical preset time period are all less than the first preset vehicle speed, the variances corresponding to the multiple vehicle speeds in the historical preset time period are less than the first preset threshold, the variances corresponding to the multiple pedal openings in the historical preset time period are greater than the second preset threshold, and the multiple slope values ​​in the historical preset time period are all less than the first preset slope value, it is determined that the vehicle is in a flat road uniform speed state before acceleration; If it is detected that the vehicle speed changes between the collection moments in the historical preset time period are all less than the second preset vehicle speed, the variances corresponding to the multiple vehicle speeds in the historical preset time period are less than the third preset threshold, the variances corresponding to the multiple pedal openings in the historical preset time period are greater than the fourth preset threshold, and the multiple slope values ​​in the historical preset time period are all greater than the second preset slope value, it is determined that the vehicle is in a slope uniform speed state before acceleration; Wherein, the first preset slope value is smaller than the second preset slope value.

8. A vehicle speed control device, characterized in that: The device comprises: An acceleration determination module is used to determine that the vehicle enters an acceleration phase when it is detected that the vehicle pedal opening satisfies an acceleration condition; a first torque determination module, configured to periodically determine a first torque based on a current speed of the vehicle during the acceleration phase; an adjustment module, configured to adjust the determined first torque based on the acceleration torque after each determination of the first torque, and use the adjusted first torque as the output torque of the engine, wherein the acceleration torque is determined based on the difference between the torque corresponding to the vehicle pedal opening in the pedal characteristic map and the output torque of the vehicle engine before acceleration, and the detected current mode of the vehicle transmission; and determining an output torque module, for exiting an acceleration phase after the vehicle reaches a target speed and using a second torque as the output torque of the engine, wherein the second torque is used to maintain the vehicle at the target speed, and the second torque is determined based on an increment of the first torque, and the increment of the first torque is determined based on the difference and a detected current mode of the vehicle transmission.

9. A vehicle speed control device, characterized in that: The device comprises: At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor so that the at least one processor can execute the method as described in any one of claims 1-7.

10. A computer storage medium, characterized in that: The computer storage medium stores a computer program, and the computer program is used to enable a computer to execute the method according to any one of claims 1 to 7.

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