Cruise speed control method, device, system and storage medium

Abstract

The application provides a cruise vehicle speed control method, device, system and storage medium, and belongs to the technical field of vehicle control, wherein the method comprises the following steps: receiving real-time vehicle information sent by an electronic control unit (ECU); determining a final torque output value according to the real-time vehicle information; if it is determined that the final torque output value meets an uphill torque condition, sending a torque increasing command to an electric machine so that the electric machine performs a torque increasing operation according to the torque increasing command, and sending a gear down command to a gearbox so that the gearbox performs a gear down operation according to the gear down command; and if it is determined that the final torque output value meets a downhill torque condition, sending a torque recovery command to the electric machine so that the electric machine performs a torque recovery output operation according to the torque recovery command. The application has the advantage that the cruise vehicle speed is more stable when the vehicle is in a constant speed cruise state.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a cruise speed control method, device, system and storage medium. Background Technology

[0002] As people's demands for driving comfort increase, cruise control has rapidly developed and is widely used in various vehicles. Vehicles with cruise control can improve driver comfort and help reduce the driver's workload.

[0003] Currently, in existing technologies, the cruise control function of a vehicle is generally achieved through the coordinated work of the electronic control unit (ECU), the hybrid vehicle control unit (HCU), and the transmission. During cruise control, the vehicle can move at the set speed without pressing the accelerator pedal.

[0004] However, the inventors have discovered that the existing technology has at least the following technical problems: when a vehicle is in cruise control mode, the cruise speed may be unstable due to different road conditions such as uphill or downhill. Summary of the Invention

[0005] This application provides a cruise speed control method, device, system, and storage medium that enables a more stable cruise speed when the vehicle is in constant speed cruise mode.

[0006] Firstly, this application provides a cruise speed control method applied to the hybrid vehicle control unit (HCU), comprising:

[0007] Receive real-time vehicle information sent by the electronic control unit (ECU);

[0008] The final torque output value is determined based on the real-time vehicle information;

[0009] If it is determined that the final torque output value meets the uphill torque condition, a torque increase command is sent to the motor so that the motor can perform torque increase operation according to the torque increase command, and a downshift command is sent to the gearbox so that the gearbox can perform downshift operation according to the downshift command;

[0010] If the final torque output value is determined to meet the downhill torque condition, a recovery torque command is sent to the motor so that the motor performs a recovery torque output operation according to the recovery torque command.

[0011] In one possible implementation, the real-time vehicle information includes accelerator pedal opening information, real-time vehicle speed, cruise set speed, vehicle cruise status, vehicle motion mode, speed calibration value, duration, time calibration value, actual engine torque percentage, torque percentage calibration value, engine cruise condition information, and electronic control unit (ECU) cruise control condition information. Accordingly, determining the final torque output value based on the real-time vehicle information includes: if the accelerator pedal opening information meets a first preset opening condition and the vehicle cruise status meets a first preset cruise status condition, then determining a speed difference based on the cruise set speed and the real-time vehicle speed. If the speed difference reaches the speed calibration value and the duration reaches the time calibration value, then generating an output torque judgment result based on the comparison between the actual engine torque percentage and the torque percentage calibration value. Based on the output torque judgment result, determining the vehicle motion mode type. If the vehicle motion mode type is determined to be an engine motion mode, then determining the final torque output value based on the engine cruise condition information. If the vehicle's driving mode is determined to be hybrid mode, the final torque output value is determined based on the cruise control information from the electronic control unit (ECU).

[0012] In one possible implementation, the engine cruise condition information includes the cruise speed difference and the battery state of charge (SOC) value. Accordingly, determining the final torque output value based on the engine cruise condition information includes: determining a torque output lookup value in a first preset torque output value correspondence based on the cruise speed difference and the battery SOC value. The torque output lookup value is then used as the final torque output value.

[0013] In one possible implementation, the electronic control unit (ECU) controls the cruise control condition information, including the torque output value controlled by the ECU and the motor-assisted torque output value. Accordingly, determining the final torque output value based on the ECU-controlled cruise control condition information includes: comparing the torque output value controlled by the ECU and the motor-assisted torque output value to obtain a torque value comparison result. The final torque output value is then determined based on the torque value comparison result.

[0014] In one possible implementation, after receiving the real-time vehicle information sent by the electronic control unit (ECU), the method further includes: if it is determined that the accelerator pedal opening information meets a second preset opening condition, then determining an overspeed torque output value in the second preset torque output value correspondence based on the cruise speed difference and the battery charge state of charge (SOC) value. This overspeed torque output value is then used as the final overspeed torque output value.

[0015] In one possible implementation, after receiving the real-time vehicle information sent by the electronic control unit (ECU), the method further includes: if it is determined that the vehicle's cruise state meets the second preset cruise state condition, then a stop-work command is sent to the motor to cause the motor to perform a stop-work operation.

[0016] In one possible implementation, after sending the regenerative torque command to the motor, the method further includes sending an energy recovery command to the motor to cause the motor to perform negative work and charge the power source.

[0017] Secondly, this application provides a cruise speed control device applied to the hybrid vehicle control unit (HCU), comprising:

[0018] The receiving module is used to receive real-time vehicle information sent by the electronic control unit (ECU).

[0019] The torque determination module is used to determine the final torque output value based on the real-time vehicle information.

[0020] If the sending module determines that the final torque output value meets the uphill torque condition, it is used to send a torque increase command to the motor so that the motor can perform a torque increase operation according to the torque increase command, and is also used to send a downshift command to the gearbox so that the gearbox can perform a downshift operation according to the downshift command.

[0021] If the sending module determines that the final torque output value meets the downhill torque condition, it sends a recovery torque command to the motor so that the motor performs a recovery torque output operation according to the recovery torque command.

[0022] Thirdly, this application provides a cruise speed control system, including: at least one processor and a memory;

[0023] The memory stores computer-executed instructions;

[0024] The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the cruise speed control method as described in the first aspect.

[0025] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the cruise speed control method as described in the first aspect.

[0026] This application provides a cruise speed control method, device, system, and storage medium. The method determines the final torque output value based on real-time vehicle information received from an electronic control unit (ECU). When the final torque output value meets the uphill torque condition, a torque increase command is sent to the motor to increase torque, and a downshift command is sent to the transmission to downshift, thereby maintaining the stability of the cruise speed when the vehicle is going uphill. When the final torque output value meets the downhill torque condition, a torque recovery command is sent to the motor to recover torque output. This increases the vehicle's resistance during travel, reducing speed and thus maintaining the stability of the cruise speed when going downhill. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram illustrating an application scenario of the cruise speed control method provided in the embodiments of this application;

[0029] Figure 2 A schematic flowchart illustrating the cruise speed control method provided in this application embodiment;

[0030] Figure 3 A schematic diagram of the interaction flow of the cruise speed control method provided in the embodiments of this application;

[0031] Figure 4 This is a schematic diagram of the cruise speed control device provided in the embodiments of this application;

[0032] Figure 5 This is a schematic diagram of the hardware structure of the cruise speed control system provided in an embodiment of this application. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Currently, with the continuous improvement of people's living standards, the requirements for driving comfort and automation of vehicles are increasing. To improve driving comfort and reduce driver fatigue, vehicle cruise control has developed rapidly. The inventors discovered that existing vehicle cruise control functions are mainly accomplished by the coordinated operation of the Electronic Control Unit (ECU), the Hybrid Vehicle Control Unit (HCU), the Automatic Manual Transmission (AMT), and the electric motor. When the vehicle is in cruise control mode on an uphill section, the actual speed will be lower than the set cruise speed, while when the vehicle is in cruise control mode on a downhill section, the actual speed will be higher than the set cruise speed. Therefore, after activating cruise control, the cruise speed becomes unstable due to changes in road conditions.

[0035] To solve the above-mentioned technical problems, the embodiments of this application provide the following technical concept: First, the engine control unit (ECU) sends basic vehicle information such as cruise status, cruise speed, and actual vehicle speed to the hybrid vehicle control unit (HCU). Then, the hybrid vehicle control unit (HCU) controls the AMT transmission and motor according to the basic vehicle information. When going uphill, the motor outputs positively according to the actual vehicle speed to increase torque. When going downhill, the motor outputs negatively according to the actual vehicle speed to reduce the actual vehicle speed, thereby making the difference between the cruise speed and the set speed smaller and the cruise speed more stable.

[0036] Figure 1 This is a schematic diagram illustrating an application scenario of the cruise speed control method provided in the embodiments of this application, such as... Figure 1 As shown, it includes: Electronic Control Unit ECU101, Hybrid Vehicle Control Unit HCU102, Motor 103 and Transmission 104.

[0037] The electronic control unit (ECU) 101 transmits basic vehicle information collected by sensors on the vehicle to the hybrid vehicle control unit (HCU) 102. The HCU 102 generates corresponding control commands based on the vehicle information, such as torque boosting or regenerative braking commands sent to the electric motor 103, and downshifting commands sent to the transmission 104. The electric motor 103 performs torque boosting operations based on the torque boosting command when the vehicle is going uphill, assisting the engine in increasing the vehicle's torque output to maintain a stable cruising speed. It also performs torque regeneration operations based on the regenerative braking command when the vehicle is going downhill, doing negative work relative to the engine to reduce speed and maintain a stable cruising speed. The transmission 104 performs downshifting operations based on the downshifting command when the vehicle is going uphill, avoiding gear and speed mismatch during cruising to ensure a more stable cruising speed.

[0038] Figure 2This is a flowchart illustrating the cruise speed control method provided in this application embodiment. The execution entity in this embodiment can be... Figure 1 The hybrid vehicle control unit HCU102 in the illustrated embodiment can also be other controllers with data processing and control functions; this embodiment is not particularly limited.

[0039] like Figure 2 As shown, the cruise speed control method includes:

[0040] S201: Receives real-time vehicle information sent by the Electronic Control Unit (ECU).

[0041] In this embodiment, the Electronic Control Unit (ECU) is a dedicated automotive microcomputer controller. The ECU may include a microprocessor, memory, input / output interfaces, an analog-to-digital converter, and integrated circuits. Real-time vehicle information consists of real-time vehicle motion information and set values ​​collected by sensors on the vehicle.

[0042] S202: Determine the final torque output value based on real-time vehicle information.

[0043] In this embodiment, the final torque output value refers to the torque output value that enables the vehicle to maintain a stable cruising speed, and this value can be determined based on real-time vehicle information.

[0044] In an optional embodiment of this application, the real-time vehicle information includes accelerator pedal opening information, real-time vehicle speed, cruise set speed, vehicle cruise status, vehicle motion mode, speed calibration value, duration, time calibration value, actual engine torque percentage, torque percentage calibration value, engine cruise condition information, and electronic control unit (ECU) cruise control condition information. Accordingly, step S202 includes:

[0045] S202a: If it is determined that the accelerator pedal opening information meets the first preset opening condition and the vehicle cruise state meets the first preset cruise state condition, then the vehicle speed difference is determined based on the cruise set speed and the real-time vehicle speed.

[0046] In this embodiment, the accelerator pedal opening information is the angle of rotation of the accelerator pedal under the action of an external force. For example, when the vehicle is cruise control, the force on the accelerator pedal is zero, and the corresponding accelerator pedal opening is zero. When the driver needs to exceed the speed limit, they will press the accelerator pedal, and the accelerator pedal opening will be greater than zero. In this embodiment, the first preset opening condition is that the accelerator pedal opening is zero. The first preset cruise state condition is that the vehicle is in cruise control. The difference between the cruise set speed and the real-time speed is the speed difference. For example, the cruise set speed is V. s The real-time vehicle speed is V i The speed difference is V. s -V i=V j , where V j Let s, i, and j be the speed difference, where s, i, and j are all natural numbers greater than 0.

[0047] S202b: If the vehicle speed difference is determined to reach the speed calibration value and the duration reaches the time calibration value, then the output torque judgment result is generated based on the comparison between the actual engine torque percentage and the torque percentage calibration value.

[0048] In this embodiment, the speed calibration value is a manually set standard speed value, and the duration refers to the time taken for the speed difference to decrease from reaching the speed calibration value to falling below the speed mark value. The time calibration value is a manually set time. For example: when the vehicle speed difference V... j Greater than or equal to the standard speed value V0, and duration T i If the value is greater than or equal to the time calibration value T0, it indicates that the cruising speed is unstable and speed control is required.

[0049] In this embodiment, the actual engine torque percentage is the percentage of the current actual output torque to the maximum torque that the engine can output. The torque percentage calibration value is manually set, and the comparison result between the actual engine torque percentage and the torque percentage calibration value is a comparison of numerical values. The torque judgment result can be a judgment result of insufficient output torque or zero output torque. For example, if the torque percentage calibration value is 100%, and the actual engine torque percentage is continuously greater than or equal to 100% within the time calibration value T0, then the torque judgment result is insufficient output torque. This judgment result indicates that the vehicle needs the motor to assist in outputting torque to maintain a stable cruising speed.

[0050] S202c: Determine the vehicle's motion mode type based on the output torque result.

[0051] In this embodiment, the vehicle motion mode types include engine motion mode and hybrid mode. Engine mode is a mode in which the vehicle is driven solely by the combustion engine, while hybrid mode is a mode in which the vehicle is driven simultaneously by the combustion engine and the electric motor. For example, if the output torque determination result indicates insufficient output torque, then electric motor assistance is required, and in this case, the vehicle motion mode is determined to be engine motion mode.

[0052] In an optional embodiment of this application, the vehicle's motion mode type can be determined directly by receiving data collected by sensors mounted on the motor from the electronic control unit (ECU). This data is then processed by the hybrid vehicle control unit (HCU) or the electronic control unit (ECU).

[0053] S202d: If the vehicle's motion mode is determined to be engine motion mode, the final torque output value is determined based on the engine cruise condition information.

[0054] Based on the above embodiments, as an optional embodiment of this application, the engine cruise condition information includes the cruise speed difference and the battery state of charge (SOC) value. Accordingly, in step S202d, determining the final torque output value based on the engine cruise condition information includes:

[0055] Step d1: Based on the cruise speed difference and the battery SOC value, determine the torque output query value in the first preset torque output value correspondence;

[0056] Step d2: Use the torque output query value as the final torque output value.

[0057] In this embodiment, the cruise speed difference in the engine cruise condition information is the difference between the set cruise speed and the actual vehicle speed under engine cruise control. The battery charge SOC value is the vehicle's battery state of charge, reflecting the remaining battery charge. The correspondence between the first preset torque output values ​​can be a data table. For example, the engine sport mode torque output table is shown below.

[0058]

[0059] Table 1

[0060] As shown in Table 1, the data in the first column is the battery SOC value from the engine cruise control information, and the data in the first row is the speed difference, where V max This can be set as the maximum deviation value when cruise control disengages. For example, when the battery SOC is SOC0 and the speed difference is V... i According to the correspondence in Table 2, the torque output lookup value is T. 0i At this point, T can be used 0i As the final torque output value.

[0061] S202e: If the vehicle's driving mode is determined to be hybrid mode, the final torque output value is determined based on the cruise control information controlled by the electronic control unit (ECU).

[0062] Based on the above embodiments, in an optional embodiment of this application, the cruise control information controlled by the electronic control unit (ECU) includes the torque output value controlled by the ECU and the motor auxiliary torque output value. Accordingly, the step S202e of determining the final torque output value based on the cruise control information controlled by the ECU includes:

[0063] Step e1: Compare the torque output value controlled by the electronic control unit and the motor auxiliary torque output value to obtain the torque value comparison result.

[0064] Step e2: Determine the final torque output value based on the torque value comparison results.

[0065] In this embodiment, the torque value comparison result can be a comparison between the torque output value controlled by the electronic control unit and the motor-assisted torque output value. In this embodiment, the final torque value is the larger of the torque output value controlled by the electronic control unit and the motor-assisted torque output value.

[0066] S203: If the final torque output value is determined to meet the uphill torque condition, a torque increase command is sent to the motor so that the motor can increase torque according to the torque increase command, and a downshift command is sent to the gearbox so that the gearbox can downshift according to the downshift command.

[0067] In this embodiment, the uphill torque condition can be that the torque reaches its maximum value. The torque increase command can cause the motor to perform positive work, outputting torque to increase torque. In this embodiment, the downshift command can cause the gearbox to automatically downshift to reduce the gear.

[0068] S204: If the final torque output value is determined to meet the downhill torque condition, a recovery torque command is sent to the motor so that the motor can perform a recovery torque output operation according to the recovery torque command.

[0069] In this embodiment, the downhill torque condition can be that the electronic control unit (ECU) controls the output torque to be zero, indicating that the vehicle's cruising speed has increased too rapidly during the downhill process and needs to be reduced to ensure the stability of the cruising speed. The regenerative torque command can cause the motor to perform negative work to regenerate torque output, recovering a portion of the torque and increasing the vehicle's rolling resistance.

[0070] In this embodiment, the recovery torque output can also be determined by querying a pre-stored correspondence table using the difference between the battery's SOC and the cruising speed. The specific process is similar to the method for determining the final torque output value in step S202d. The difference is that in this embodiment, the cruising speed difference is generally a negative number, so the absolute value of the cruising speed difference can be used for querying. This will not be elaborated further in this embodiment.

[0071] In summary, the cruise speed control method provided in this embodiment determines the final torque output value based on real-time vehicle information received from the electronic control unit (ECU). When the final torque output value meets the uphill torque condition, a torque increase command is sent to the motor to increase torque, and a downshift command is sent to the transmission to downshift, thereby maintaining the stability of the cruise speed when the vehicle is going uphill. When the final torque output value meets the downhill torque condition, a torque recovery command is sent to the motor to recover torque output, increasing the resistance during vehicle travel and reducing the vehicle speed, thereby maintaining the stability of the cruise speed when going downhill.

[0072] Meanwhile, the cruise speed control method provided in this embodiment determines a torque output query value in the correspondence between the cruise speed difference and the battery SOC value, and then uses the torque output query value as the final torque output value. This makes the obtained final torque output value more accurate, thereby making the cruise speed control more stable.

[0073] Based on the above embodiments, in an optional embodiment of this application, after step S201, the method further includes:

[0074] Step A: If the accelerator pedal opening information is determined to meet the second preset opening condition, then the overspeed torque output value in the second preset torque output value correspondence is determined based on the cruise speed difference and the battery charge SOC value.

[0075] Step B: Use the overspeed torque output value as the final overspeed torque output value.

[0076] In this embodiment, the second preset opening condition can be that the accelerator pedal opening is not zero, indicating that the driver has a need to exceed the speed limit. In this embodiment, the overspeed torque output value can be the motor auxiliary torque output value.

[0077] In this embodiment, under engine operating mode, the final overspeed torque output value can be obtained through the query process in step S202d. The second preset torque output value correspondence can also be a data table. For example, the overspeed torque output value table is as follows:

[0078]

[0079]

[0080] Table 2

[0081] As shown in Table 2, the data in the first column is the battery SOC value, and the data in the first row is the speed difference, where R max This can be set to the maximum accelerator pedal opening value. For example, when the battery SOC value is SOC0″, the accelerator pedal opening value is R. i According to the correspondence in Table 2, the torque output lookup value is T. 0i ", at this time T can be 0i "This is the final overspeed torque output value."

[0082] In summary, the cruise speed control method provided in this embodiment queries the final overspeed torque output value based on the accelerator pedal opening value and the battery SOC value, and enables the motor to provide torque output according to the final overspeed torque output value, thereby meeting the driver's overspeed requirements.

[0083] In this embodiment, in hybrid mode, the final overspeed torque output value is the larger of the torque output query value and the current motor torque output value.

[0084] Based on the above embodiments, in an optional embodiment of this application, step S201 further includes:

[0085] Step C: If the vehicle cruise state is determined to meet the second preset cruise state condition, a stop power command is sent to the motor so that the motor can perform a stop power operation.

[0086] In summary, the cruise speed control method provided in this embodiment reduces the driving impact on the driver caused by the motor performing negative work by controlling the motor to stop performing negative work after the vehicle exits cruise mode.

[0087] In this embodiment, the second preset cruise control state condition is the cruise control function being deactivated. During vehicle speed control in the cruise control deactivated state, the vehicle speed is controlled by the driver. In this embodiment, stopping the negative work operation can be stopping torque recovery operation and / or energy recovery operation, i.e., stopping the reduction of vehicle speed.

[0088] Based on the above embodiments, as an optional embodiment of this application, after sending the regenerative torque command to the motor in step S204, the method further includes:

[0089] Step D: Send an energy recovery command to the motor so that the motor performs negative work and charges the power source.

[0090] In this embodiment, the motor performing negative work and charging the power source allows the mechanical energy of the motor performing negative work to be converted into electrical energy and stored in the battery, thus completing the energy recovery process.

[0091] In summary, the cruise speed control method provided in this embodiment controls the motor to perform negative work and charge the power supply when the vehicle is going downhill, thereby recovering excess energy, making the cruise speed more stable, and increasing the vehicle's range.

[0092] Based on the above embodiments, as an optional embodiment of this application, when the cruise speed difference does not exceed the speed calibration value when the vehicle is going downhill, it indicates that the cruise speed stability is relatively high, and at this time, commands do not need to be sent to the motor and transmission.

[0093] Based on the above embodiments, in an optional embodiment of this application, the cruise speed control method can also be used to limit the maximum speed of the vehicle. The specific implementation process is similar to step S204 in the above embodiments, so it will not be described again here.

[0094] Figure 3This is a schematic diagram of the interaction flow of the cruise speed control method provided in the embodiments of this application.

[0095] like Figure 3 As shown, the cruise speed control method includes the following steps:

[0096] S301: The Electronic Control Unit (ECU) sends real-time vehicle information to the Hybrid Vehicle Control Unit (HCU).

[0097] S302: The hybrid vehicle control unit (HCU) determines the final torque output value based on real-time vehicle information.

[0098] S303: If the hybrid vehicle control unit (HCU) determines that the final torque output value meets the uphill torque condition, it sends a torque increase command to the motor.

[0099] S304: The motor performs torque increase operation according to the torque increase command.

[0100] S305: The hybrid vehicle control unit (HCU) sends a downshift command to the transmission.

[0101] S306: The transmission performs downshifting operations according to downshifting commands.

[0102] S307: If the hybrid vehicle control unit (HCU) determines that the final torque output value meets the downhill torque condition, it sends a torque recovery command to the motor.

[0103] S308: The motor performs a recovery torque output operation according to the recovery torque command.

[0104] Figure 4 This is a schematic diagram of the cruise speed control device provided in the embodiments of this application, as shown below. Figure 3 As shown in the figure, this application embodiment also provides a cruise speed control device applied to a hybrid vehicle control unit (HCU). The device includes a receiving module 401, a torque determination module 402, and a transmitting module 403.

[0105] The receiving module 401 is used to receive real-time vehicle information sent by the electronic control unit (ECU).

[0106] The torque determination module 402 is used to determine the final torque output value based on real-time vehicle information.

[0107] If the sending module 403 determines that the final torque output value meets the uphill torque condition, it is used to send a torque increase command to the motor so that the motor can perform torque increase operation according to the torque increase command, and is also used to send a downshift command to the gearbox so that the gearbox can perform downshift operation according to the downshift command.

[0108] If the sending module 403 determines that the final torque output value meets the downhill torque condition, it sends a recovery torque command to the motor so that the motor performs a recovery torque output operation according to the recovery torque command.

[0109] In an optional embodiment of this application, the real-time vehicle information includes accelerator pedal opening information, real-time vehicle speed, cruise set speed, vehicle cruise status, vehicle motion mode, speed calibration value, duration, time calibration value, actual engine torque percentage, torque percentage calibration value, engine cruise condition information, and electronic control unit (ECU) control cruise condition information.

[0110] Accordingly, the torque determination module 402 is specifically used for: if it is determined that the accelerator pedal opening information meets the first preset opening condition and the vehicle cruise state meets the first preset cruise state condition, then determining the vehicle speed difference based on the cruise set speed and the real-time vehicle speed. If it is determined that the vehicle speed difference reaches the speed calibration value and the duration reaches the time calibration value, then generating an output torque judgment result based on the comparison result between the actual engine torque percentage and the torque percentage calibration value. Based on the output torque judgment result, determining the vehicle motion mode type. If the vehicle motion mode type is determined to be engine motion mode, then determining the final torque output value based on the engine cruise operating condition information. If the vehicle motion mode is determined to be hybrid mode, then determining the final torque output value based on the electronic control unit (ECU) control cruise operating condition information.

[0111] In an optional embodiment of this application, the engine cruise condition information includes the cruise speed difference and the battery SOC value. Accordingly, the torque determination module 402 is further specifically used to: determine the torque output query value in the first preset torque output value correspondence relationship based on the cruise speed difference and the battery SOC value, and use the torque output query value as the final torque output value.

[0112] In an optional embodiment of this application, the cruise control information controlled by the electronic control unit (ECU) includes the torque output value controlled by the ECU and the motor-assisted torque output value. Accordingly, the torque determination module 402 is further specifically used to: compare the torque output value controlled by the ECU and the motor-assisted torque output value to obtain a torque value comparison result. Based on the torque value comparison result, the final torque output value is determined.

[0113] In an optional embodiment of this application, the torque determination module 402 is further configured to: if it is determined that the accelerator pedal opening information meets the second preset opening condition, then determine the overspeed torque output value in the second preset torque output value correspondence based on the cruise speed difference and the battery charge SOC value. The overspeed torque output value is then used as the final overspeed torque output value.

[0114] In an optional embodiment of this application, the sending module 403 is further configured to send a stop-work command to the motor if it is determined that the vehicle cruise state meets the second preset cruise state condition, so that the motor performs a stop-work operation.

[0115] In an optional embodiment of this application, the sending module 403 is further configured to send an energy recovery command to the motor so that the motor performs negative work and charges the power supply.

[0116] The cruise speed control device provided in the above device embodiment can be used to execute the technical solution of the above method embodiment. Its implementation principle and technical effect are similar, and will not be described again in this embodiment.

[0117] Figure 5 A schematic diagram of the hardware structure of the cruise speed control system provided in the embodiments of this application is shown below. Figure 5 As shown, the system includes at least one processor 501 and a memory 502.

[0118] The processor 401 is used to store computer execution instructions.

[0119] The memory 502 is used to execute computer execution instructions stored in the memory to implement the various steps involved in the above method embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0120] Alternatively, the memory 502 can be either standalone or integrated with the processor 501.

[0121] When the memory 402 is set up independently, the system also includes a bus 503 for connecting the memory 502 and the processor 501.

[0122] This application also provides a computer-readable storage medium storing computer-executable instructions. When a processor executes the computer-executable instructions, the above-described cruise speed control method is implemented.

[0123] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described cruise speed control method.

[0124] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or modules, and may be electrical, mechanical, or other forms.

[0125] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment, depending on actual needs.

[0126] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0127] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute partial steps of the methods of the various embodiments of this application.

[0128] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0129] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0130] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0131] The aforementioned storage medium can be implemented from any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium accessible to general-purpose or special-purpose computers.

[0132] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. Both the processor and the storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in an electronic device or host device.

[0133] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0134] This description is intended to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling cruising speed, characterized in that, Applications to the HCU (Hybrid Vehicle Control Unit) in hybrid vehicles include: Receive real-time vehicle information sent by the electronic control unit (ECU), including accelerator pedal opening information, real-time vehicle speed, cruise set speed, vehicle cruise status, vehicle motion mode, speed calibration value, duration, time calibration value, actual engine torque percentage, torque percentage calibration value, engine cruise condition information, and ECU-controlled cruise condition information. If it is determined that the accelerator pedal opening information meets the first preset opening condition and the vehicle cruise state meets the first preset cruise state condition, then the vehicle speed difference is determined based on the cruise set speed and the real-time vehicle speed. If it is determined that the vehicle speed difference reaches the speed calibration value and the duration reaches the time calibration value, then an output torque judgment result is generated based on the comparison result between the actual engine torque percentage and the torque percentage calibration value. Based on the output torque judgment result, determine the final torque output value; If it is determined that the final torque output value meets the uphill torque condition, a torque increase command is sent to the motor so that the motor can perform torque increase operation according to the torque increase command, and a downshift command is sent to the gearbox so that the gearbox can perform downshift operation according to the downshift command; If the final torque output value is determined to meet the downhill torque condition, a recovery torque command is sent to the motor so that the motor performs a recovery torque output operation according to the recovery torque command.

2. The method according to claim 1, characterized in that, The step of determining the final torque output value based on the output torque judgment result includes: Based on the output torque determination result, the vehicle motion mode type is determined; If the vehicle's motion mode is determined to be engine motion mode, then the final torque output value is determined based on the engine cruise condition information. If the vehicle's driving mode is determined to be hybrid mode, the final torque output value is determined based on the cruise control information from the electronic control unit (ECU).

3. The method according to claim 2, characterized in that, The engine cruise condition information includes cruise speed difference and battery SOC value; Accordingly, determining the final torque output value based on the engine cruise condition information includes: Based on the cruise speed difference and the battery SOC value, determine the torque output query value in the first preset torque output value correspondence; The torque output query value is used as the final torque output value.

4. The method according to claim 2, characterized in that, The electronic control unit (ECU) controls the cruise operating condition information, including the torque output value controlled by the ECU and the motor auxiliary torque output value. Accordingly, determining the final torque output value based on the cruise control information from the electronic control unit (ECU) includes: The torque output value controlled by the electronic control unit and the auxiliary torque output value of the motor are compared and processed to obtain the torque value comparison result; Based on the comparison results of the torque values, the final torque output value is determined.

5. The method according to claim 3, characterized in that, After receiving the real-time vehicle information sent by the electronic control unit (ECU), the method further includes: If it is determined that the accelerator pedal opening information meets the second preset opening condition, then the overspeed torque output value in the second preset torque output value correspondence is determined based on the cruise speed difference and the battery charge SOC value. The overspeed torque output value is taken as the final overspeed torque output value.

6. The method according to claim 2, characterized in that, After receiving the real-time vehicle information sent by the electronic control unit (ECU), the method further includes: If the vehicle's cruise state is determined to meet the second preset cruise state condition, a stop-work command will be sent to the motor to cause the motor to perform a stop-work operation.

7. The method according to any one of claims 1 to 6, characterized in that, After sending the torque recovery command to the motor, the method further includes: An energy recovery command is sent to the motor to cause the motor to perform negative work and charge the power source.

8. A cruise speed control device, characterized in that, Applications to the HCU (Hybrid Vehicle Control Unit) in hybrid vehicles include: The receiving module is used to receive real-time vehicle information sent by the electronic control unit (ECU). The real-time vehicle information includes accelerator pedal opening information, real-time vehicle speed, cruise set speed, vehicle cruise status, vehicle motion mode, speed calibration value, duration, time calibration value, actual engine torque percentage, torque percentage calibration value, engine cruise condition information, and electronic control unit (ECU) control cruise condition information. The torque determination module is used to determine the speed difference based on the cruise set speed and the real-time speed if it is determined that the accelerator pedal opening information meets the first preset opening condition and the vehicle cruise state meets the first preset cruise state condition. If it is determined that the vehicle speed difference reaches the speed calibration value and the duration reaches the time calibration value, then an output torque judgment result is generated based on the comparison result between the actual engine torque percentage and the torque percentage calibration value. Based on the output torque judgment result, determine the final torque output value; If the sending module determines that the final torque output value meets the uphill torque condition, it is used to send a torque increase command to the motor so that the motor can perform a torque increase operation according to the torque increase command, and is also used to send a downshift command to the gearbox so that the gearbox can perform a downshift operation according to the downshift command. If the sending module determines that the final torque output value meets the downhill torque condition, it sends a recovery torque command to the motor so that the motor performs a recovery torque output operation according to the recovery torque command.

9. A cruise speed control system, characterized in that, include: At least one processor and memory; The memory stores computer-executed instructions; The at least one processor executes computer execution instructions stored in the memory, causing the at least one processor to perform the cruise speed control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, implement the cruise speed control method as described in any one of claims 1 to 7.

Images