A vehicle speed control method, device and storage medium

Abstract

The application discloses a vehicle speed control method, device and storage medium. Specifically, the real-time vehicle speed of a current vehicle and the unpowered vehicle speed of the current vehicle when an accelerator pedal is released are acquired; if the unpowered vehicle speed is greater than a preset safe vehicle speed limit value, a reverse drag torque is added to the current vehicle according to a preset slow-down gear; a slow-down control mode is determined according to the reverse drag torque, the real-time vehicle speed and the unpowered vehicle speed; and the vehicle speed of the current vehicle is controlled according to the slow-down control mode. Different vehicle speed control modes can be adopted according to different situations, so that the defect of large brake energy consumption caused by the same slow-down mode when downhill and on flat ground in a single control mode is overcome, the brake energy consumption is reduced, the cruising range of an electric vehicle is improved, and the safety of the vehicle in different states is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a vehicle speed control method, device and storage medium. BACKGROUND

[0002] With the development of the times, the convenience of transportation is closely related to everyone in the society. With the progress of science and technology, more and more manufacturers develop and sell new energy vehicles, mainly electric energy vehicles. The driving of electric vehicles depends on the electric drive control system, and then stable control of the operation of electric vehicles becomes one of the most important problems.

[0003] At present, there are many control methods for electric vehicles during the deceleration process. The most common one is to reduce speed by coordinating the accelerator and the brake, but frequent pressing of the brake during downhill process leads to low brake energy recovery efficiency of the vehicle, and poor driving comfort and safety. SUMMARY

[0004] The present application provides a vehicle speed control method, device and storage medium to improve the brake energy recovery efficiency of electric vehicles, and improve the driving comfort and safety.

[0005] According to an aspect of the present application, a vehicle speed control method is provided, the method comprising:

[0006] obtaining the real-time vehicle speed of the current vehicle and the unpowered vehicle speed of the current vehicle when the accelerator pedal is released;

[0007] if the unpowered vehicle speed is greater than the preset safe vehicle speed limit, increasing the reverse drag torque of the current vehicle according to the preset deceleration gear;

[0008] determining the deceleration control mode according to the reverse drag torque, the real-time vehicle speed and the unpowered vehicle speed;

[0009] controlling the vehicle speed of the current vehicle according to the deceleration control mode.

[0010] According to another aspect of the present application, a vehicle speed control device is provided, comprising:

[0011] a vehicle speed acquisition module for obtaining the real-time vehicle speed of the current vehicle and the unpowered vehicle speed of the current vehicle when the accelerator pedal is released;

[0012] a torque increasing module for increasing the reverse drag torque of the current vehicle according to the preset deceleration gear if the unpowered vehicle speed is greater than the preset safe vehicle speed limit;

[0013] a mode selection module for determining the deceleration control mode according to the reverse drag torque, the real-time vehicle speed and the unpowered vehicle speed;

[0014] The vehicle speed control module is used to control the speed of the current vehicle according to the slow control mode.

[0015] According to another aspect of this application, an electronic device is provided, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the vehicle speed control method described in any embodiment of this application.

[0019] According to another aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle speed control method described in any embodiment of this application.

[0020] The technical solution of this application, based on obtaining the real-time vehicle speed and the unpowered vehicle speed at the moment the accelerator is released, applies a counter-draft torque to the current vehicle according to a safe speed limit. Furthermore, it analyzes the current vehicle's state based on information such as vehicle speed and adopts different control modes to control the vehicle's speed. The advantage of this approach is that it allows for different speed control methods to be used depending on the situation, thus overcoming the drawback of high braking energy consumption caused by using the same deceleration method for both downhill and flat terrain when employing a single control mode. This reduces braking energy consumption, increases the electric vehicle's range, and ensures vehicle safety under different conditions.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of this application, nor is it intended to limit the scope of this application. Other features of this application will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a vehicle speed control method according to Embodiment 1 of this application;

[0024] Figure 2This is a flowchart of a vehicle speed control method applicable according to Embodiment 2 of this application;

[0025] Figure 3A This is a schematic diagram of a slow control mode selection process provided in Embodiment 3 of this application;

[0026] Figure 3B This is a schematic diagram of a flat ground retardation control process provided in Embodiment 3 of this application;

[0027] Figure 3C This is a schematic diagram of a downhill deceleration control process provided in Embodiment 3 of this application;

[0028] Figure 4 This is a schematic diagram of a vehicle speed control device according to Embodiment 4 of this application;

[0029] Figure 5 This is a schematic diagram of the structure of an electronic device that implements the vehicle speed control method of the embodiments of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] Example 1

[0033] Figure 1This application provides a flowchart of a vehicle speed control method according to Embodiment 1. This embodiment is applicable to situations where an electric vehicle needs to slow down on a downhill or flat surface. The method can be executed by a vehicle speed control device, which can be implemented in hardware and / or software and can be configured in an electronic device. Figure 1 As shown, the method includes:

[0034] S110: Obtain the real-time speed of the current vehicle and the unpowered speed of the current vehicle when the accelerator pedal is released.

[0035] The current vehicle can be a vehicle requiring speed control (such as retarding), a vehicle currently being driven, and especially an electric vehicle. Real-time speed is the vehicle's speed during operation, obtained through real-time monitoring. Off-power speed is the instantaneous speed of the current vehicle when the accelerator pedal (accelerator) is released. Since the vehicle has a built-in speedometer, both the real-time speed during operation and the instantaneous speed when the accelerator is released can be directly obtained.

[0036] S120. If the speed of the unpowered vehicle exceeds the preset safe speed limit, then the anti-drag torque will be increased for the current vehicle according to the preset slow gear.

[0037] The safe speed limit can be a set safe speed for the vehicle during the slowdown process. This means that if the vehicle still exceeds this safe speed limit after releasing the accelerator pedal, a counter-traction torque should be applied to slow the vehicle down. Currently, this safe speed limit can be pre-set by relevant technicians based on actual conditions and human experience; this embodiment does not limit this. The slowdown gear can be a gear corresponding to a built-in slowdown lever in the vehicle. The slowdown lever has multiple gears, each corresponding to a different counter-traction torque. Generally, the higher the gear, the greater the counter-traction torque. The driver can pre-set the counter-traction torque to a certain gear during driving, and the counter-traction torque corresponding to the slowdown lever will only be triggered when the accelerator pedal is released. It can be understood that when the vehicle's unpowered speed exceeds the safe speed limit after releasing the accelerator pedal—that is, without applying driving torque—the instantaneous speed upon releasing the accelerator is greater than the safe speed limit, then slowdown control is needed. In this case, the counter-traction torque corresponding to the slowdown gear is applied to the vehicle.

[0038] S130: Determine the slow control mode based on the anti-drag torque, real-time vehicle speed, and unpowered vehicle speed.

[0039] The deceleration control mode can be the control method adopted by the vehicle when deceleration is in effect. For example, it can include a downhill deceleration control mode and a flat-ground deceleration control mode. It is understood that because the vehicle will tend to accelerate downhill due to gravity, the deceleration control after releasing the accelerator should differ between downhill and flat-ground driving. The deceleration control mode is selected based on the real-time vehicle speed obtained in the preceding steps, the unpowered vehicle speed at the moment the accelerator is released, and the anti-drag torque corresponding to the deceleration lever determined in the preceding steps. For example, if the real-time vehicle speed and the unpowered vehicle speed are relatively large during a downhill journey, it can be recognized that the vehicle is currently in a downhill state, and the downhill deceleration control mode can be selected.

[0040] S140. Control the speed of the current vehicle according to the slow control mode.

[0041] Under a predetermined speed control mode, the speed of the current vehicle is controlled, such as speed control (i.e., deceleration).

[0042] The technical solution of this application, based on obtaining the real-time vehicle speed and the unpowered vehicle speed at the moment the accelerator is released, applies a counter-draft torque to the current vehicle according to a safe speed limit. Furthermore, it analyzes the current vehicle's state based on information such as vehicle speed and adopts different control modes to control the vehicle's speed. The advantage of this approach is that it allows for different speed control methods to be used depending on the situation, thus overcoming the drawback of high braking energy consumption caused by using the same deceleration method for both downhill and flat terrain when employing a single control mode. This reduces braking energy consumption, increases the electric vehicle's range, and ensures vehicle safety under different conditions.

[0043] In one optional implementation, determining the deceleration control mode based on the anti-drag torque, real-time vehicle speed, and unpowered vehicle speed may further include: if the real-time vehicle speed is less than or equal to the unpowered vehicle speed when the anti-drag torque increases to the torque value corresponding to the deceleration gear, then the deceleration control mode is determined to be the flat ground deceleration control mode; correspondingly, controlling the vehicle speed of the current vehicle based on the flat ground deceleration control mode may include: in the flat ground deceleration control mode, maintaining the torque value corresponding to the deceleration gear as the anti-drag torque to control the current vehicle's deceleration.

[0044] The flat-ground retarder control mode is a speed control method for vehicles traveling on flat ground after the accelerator is released. When the accelerator is released, the anti-drag torque gradually increases, for example, linearly increasing according to a preset slope, until it reaches the torque value corresponding to the retarder gear. At this point, the relationship between the real-time vehicle speed and the unpowered vehicle speed is determined. If the real-time vehicle speed is lower than the unpowered vehicle speed, meaning the real-time vehicle speed decreases as the anti-drag torque increases after releasing the accelerator, it indicates that the anti-drag torque is effective. This can be interpreted as the absence of gravity, with no tendency for the vehicle to slide downhill. Therefore, it can be determined that the vehicle is traveling on flat ground, and the flat-ground retarder control mode can be used to control the speed. Accordingly, in the flat-ground retarder control mode, the torque value corresponding to the current retarder gear is maintained as the anti-drag torque output to gradually decelerate the vehicle.

[0045] Furthermore, optionally, the method may also include: if the accelerator pedal depressing depth is greater than or equal to a preset depth value, increasing the driving torque on the current vehicle to control the acceleration of the current vehicle.

[0046] It's understandable that releasing the accelerator pedal indicates the driver intends to decelerate, while pressing the accelerator pedal indicates the driver intends to accelerate or reduce the degree of deceleration. The preset depth value can be a pre-defined boundary value for the degree of acceleration and deceleration. It's understandable that when the driver intends to accelerate, they generally press the accelerator pedal more deeply; similarly, when the vehicle decelerates too quickly, the driver may want to maintain a slower deceleration process by lightly pressing the accelerator pedal to provide some power and alleviate the deceleration. In electric vehicles, this can be achieved directly by reducing the reverse torque.

[0047] In this embodiment, the accelerator pedal depth is obtained and compared with a preset depth value. When the accelerator pedal depth exceeds the preset depth value, it indicates that the driver expects the vehicle to accelerate. At this time, the driving torque can be increased for the current vehicle to accelerate it.

[0048] Example 2

[0049] Figure 2 This is a flowchart of a vehicle speed control method provided in Embodiment 2 of this application. This embodiment further refines the determination and selection of the deceleration control mode based on the above embodiments. Figure 2 As shown, the method includes:

[0050] S210. Obtain the real-time speed of the current vehicle and the unpowered speed of the current vehicle when the accelerator pedal is released.

[0051] S220: If the speed of the unpowered vehicle exceeds the preset safe speed limit, then the anti-drag torque will be increased for the current vehicle according to the preset slow gear.

[0052] S230. If the reverse drag torque increases to the torque value corresponding to the slow gear and the real-time vehicle speed is greater than the unpowered vehicle speed, then the slow control mode is determined to be the downhill slow control mode.

[0053] Similar to the judgment in the aforementioned embodiments, when the anti-drag torque increases at a certain slope to reach the torque value corresponding to the retarder gear, the real-time vehicle speed and the instantaneous vehicle speed when the accelerator is released are compared. If the real-time vehicle speed is greater than the unpowered vehicle speed at the instant the accelerator is released, it means that even if anti-drag torque is applied after releasing the accelerator, the vehicle speed still increases. It can be determined that the vehicle is on a downhill slope, and the downhill retarder control mode can be used to control the vehicle speed during the downhill process.

[0054] S240. According to the slow control mode, control the speed of the current vehicle.

[0055] Optionally, the vehicle speed can be controlled according to the downhill slow control mode, which may include: adjusting the anti-drag torque to the maximum anti-drag torque of the current vehicle in the downhill slow control mode, and controlling the vehicle speed according to the real-time vehicle speed and slow gear.

[0056] The maximum anti-drag torque can be the maximum anti-drag torque value that the vehicle can currently apply. Upon entering downhill deceleration control, the anti-drag torque is directly increased to the maximum anti-drag torque that the vehicle can currently output. Then, deceleration control is performed based on the real-time vehicle speed and the deceleration gear setting, adjusting the anti-drag torque according to the real-time vehicle speed and the corresponding deceleration gear to control the vehicle's deceleration.

[0057] In one optional implementation, controlling the vehicle speed based on the real-time vehicle speed and the slow gear may include: if the real-time vehicle speed decreases to less than the lower limit of the slow speed range corresponding to the gearbox gear, and the current vehicle's anti-drag torque is greater than the torque value corresponding to the slow gear, controlling the current vehicle to reduce the anti-drag torque to control the vehicle speed.

[0058] The retarded speed range refers to the ideal range of vehicle speed during the deceleration process involving the output of reverse torque. Essentially, it's the desired speed; during deceleration, neither too fast nor too slow is desirable. Within this range, driver stability and safety are improved, enhancing the driving experience. Of course, the retarded speed range corresponds to the gearbox; each gearbox gear has its own designated retarded speed range.

[0059] In downhill deceleration control mode, if the real-time vehicle speed is less than the overall range of the deceleration speed interval, and the anti-drag torque is greater than the torque value corresponding to the current deceleration gear, the anti-drag torque can be reduced to control the smoothness of the deceleration. It's understandable that if the real-time vehicle speed is less than the deceleration speed interval and the anti-drag torque exceeds the gear value, it indicates that the deceleration is too great, and the anti-drag torque value can be appropriately reduced to stabilize the vehicle's deceleration process.

[0060] In another optional implementation, the step of controlling the current vehicle speed based on the real-time vehicle speed and the slow gear may include: if the real-time vehicle speed matches the slow speed range corresponding to the gearbox gear, then controlling the current vehicle to maintain the torque value corresponding to the slow gear as a counter-dragging torque to control the current vehicle speed.

[0061] Based on the aforementioned implementation method, if the real-time vehicle speed is within the aforementioned slowing speed range, the torque value corresponding to the current slowing gear can be output and maintained at that torque value for slowing control. Essentially, the vehicle speed during the slowing process is in line with the desired value and is relatively stable. Therefore, to ensure this stable slowing speed, the reverse torque can be maintained at the torque value corresponding to the slowing gear.

[0062] In another alternative approach, controlling the vehicle speed based on the real-time vehicle speed and the slow gear may include: if the real-time vehicle speed is greater than the upper limit of the slow speed range corresponding to the gearbox gear, then controlling the current vehicle to increase the anti-drag torque to the maximum anti-drag torque.

[0063] Understandably, if the real-time vehicle speed is still greater than the upper limit of the driver's desired speed range during the output of anti-drag torque, it means that the vehicle slowing down has not been effective. In this case, the anti-drag torque can be applied to the maximum to control the vehicle speed to decrease.

[0064] Furthermore, the method may also include: when the current vehicle maintains the torque value corresponding to the slow gear as the anti-drag torque, if the accelerator pedal depth is less than a preset depth value, then the anti-drag torque is controlled to decrease; wherein the decrease in anti-drag torque is proportional to the pedal depth.

[0065] As mentioned in the foregoing embodiments, the preset depth value can be a pre-set limit depth value for acceleration and deceleration. It is understood that when a driver wants the vehicle to accelerate, they typically press the accelerator pedal, and this pressing depth is relatively large; similarly, when the vehicle decelerates too quickly, the driver may want to maintain a slower deceleration process by lightly pressing the accelerator pedal to provide some power to the vehicle and alleviate the degree of deceleration. In electric vehicles, this can be achieved directly by reducing the reverse torque.

[0066] Therefore, when the accelerator pedal is depressed less than the preset depth, meaning the driver intends to maintain a slower deceleration, the counter-traction torque is reduced, resulting in a smoother easing process. Of course, the reduction in counter-traction torque is directly proportional to the depth of the accelerator pedal depressed; that is, within the preset depth, the greater the depressing depth, the greater the reduction in counter-traction torque. This further stabilizes the vehicle's easing process and prevents excessive acceleration caused by the combined effect of drive torque and gravity when descending hills, especially when heavily loaded. Such acceleration would weaken the motor's counter-traction effect and affect the efficiency of regenerative braking.

[0067] The embodiments in this application refine the method of determining the deceleration control mode based on the aforementioned embodiments, and further elaborate on the deceleration control method. By using different control methods, the vehicle is helped to stabilize and decelerate during downhill driving, overcoming the shortcomings of existing technologies that rely solely on frequent active braking by the driver. This not only ensures the safety, driving stability, and comfort of downhill deceleration but also minimizes energy loss during deceleration, improves braking energy recovery efficiency, and thus increases the electric vehicle's range, providing the driver with a better driving experience.

[0068] Example 3

[0069] This application provides an electric vehicle that includes an electric drive retarding system. The system may include a brake pedal, an accelerator pedal, a retarding lever, a gearbox gear lever, a gearbox controller, and a vehicle controller.

[0070] The brake pedal is electrically connected to the vehicle controller and is used to control the vehicle's braking.

[0071] The accelerator pedal is electrically connected to the vehicle controller and is used to control the magnitude of the vehicle's output drive torque.

[0072] The deceleration lever is electrically connected to the vehicle controller and is used to control the vehicle to perform electric deceleration of different intensities by selecting different gears;

[0073] The gear shift lever is electrically connected to the gear shift controller and the vehicle controller, and is used to send gear position signals to the gear shift controller and the vehicle controller;

[0074] The transmission controller is electrically connected to the vehicle controller and is used to control the transmission gear according to the transmission gear lever signal and the vehicle controller gear limit signal.

[0075] The vehicle controller performs slow control on the vehicle according to the electric drive transport vehicle slow control method.

[0076] Furthermore, this application provides a preferred embodiment based on the foregoing embodiments. This embodiment functions during the slowing and deceleration process of an electric vehicle, helping to slow the vehicle while stabilizing its state and improving the driving experience.

[0077] like Figure 3A As shown, the specific process for determining the deceleration mode is as follows: The vehicle controller records the vehicle speed in real time when the accelerator pedal is depressed. When the accelerator pedal is released, the deceleration lever is in a non-zero position, and the vehicle speed is greater than the set value 'a' (equivalent to the "safe speed limit" in the aforementioned embodiment). The vehicle controller controls the drive motor to output the anti-drag torque corresponding to the deceleration position for electric braking. During the process of the vehicle controller controlling the drive motor to output the anti-drag torque at a set slope to the anti-drag torque set for the deceleration position, if the vehicle speed is greater than the predetermined vehicle speed when the accelerator pedal is released after a set interval after the drive motor starts outputting the anti-drag torque, it is determined to perform downhill deceleration control; otherwise, it is determined to perform flat ground deceleration control.

[0078] like Figure 3B As shown, in the flat ground slow control mode, the vehicle controller controls the drive motor to output the reverse drag torque to the torque value corresponding to the slow gear and maintain it. When the vehicle speed is less than the set value a or the accelerator pedal is pressed (at this time the slow gear is 0), the flat ground slow control is exited, and the drive motor outputs the corresponding drive torque according to the depth of the accelerator pedal.

[0079] like Figure 3C As shown, in downhill deceleration control mode, the vehicle controller controls the drive motor to continue outputting anti-drag torque, increasing it according to the set growth slope to the maximum anti-drag torque allowed by the drive motor; if the vehicle speed decreases to less than the lower limit of the set deceleration speed range, and the anti-drag torque output by the drive motor is greater than the torque value corresponding to the deceleration gear, the vehicle controller controls the anti-drag torque output by the drive motor to decrease according to the set slope.

[0080] If the vehicle speed increases again during the process of the decrease in the reverse torque output by the drive motor, and the vehicle speed falls within the set slow speed range, then the vehicle is determined to be in the reverse torque maintenance state. At this time, the controller controls the drive motor to maintain the reverse torque output unchanged. When the vehicle is in the reverse torque maintenance state, the accelerator pedal is pressed, and the pressing depth is less than the set value (equivalent to the "preset depth value" in the aforementioned embodiment). The vehicle controller controls the drive motor to output the reverse torque minus the expected value of the drive torque corresponding to the accelerator pedal depth (i.e., the reduced reverse torque is proportional to the pressing depth). When the expected value of the drive torque corresponding to the accelerator pedal depth is greater than the reverse torque value in the reverse torque maintenance state, the drive motor outputs the drive torque. When the pressing depth of the accelerator pedal is greater than the set value, the vehicle exits the reverse torque maintenance state and normally responds to the expected drive torque of the accelerator pedal, that is, controls the vehicle to start accelerating.

[0081] Understandably, the greater the increase in vehicle speed after the drive motor starts outputting reverse torque at a set interval than the predetermined value of vehicle speed when the accelerator pedal is released, the greater the slope at which the vehicle controller controls the drive motor to continue outputting reverse torque until the maximum reverse torque allowed by the drive motor is reached.

[0082] It should be added that when the vehicle is in a downhill, slow-moving state, the drive torque limiting mode is activated. In this mode, when the accelerator pedal is depressed to a depth less than a preset value, the desired drive torque corresponding to the accelerator pedal is reduced by a preset offset. After the aforementioned drive motor begins outputting counter-torque at a set interval, the greater the increase in the real-time vehicle speed compared to the unpowered vehicle speed when the accelerator pedal is released, the greater the offset of the desired drive torque reduction. When the accelerator pedal depressor depth exceeds the set value, the vehicle exits the drive torque limiting mode. This is beneficial because it prevents the combined effect of drive torque and gravity from causing excessive acceleration when the vehicle is downhill, especially when heavily loaded, thus weakening the motor's counter-torque effect and preventing impact on regenerative braking efficiency.

[0083] In addition, when the vehicle is in the reverse torque maintenance state, after the drive motor starts to output reverse torque at a set interval, if the vehicle speed is greater than the increase of the vehicle speed when the accelerator pedal is released and the speed is greater than a predetermined value, the vehicle controller sends a gear limit signal to the transmission controller to limit upshifting, so as to avoid power interruption during the gear shifting process and affect the braking effect. In particular, it can improve driving safety when the motor's reverse braking force is insufficient.

[0084] Example 4

[0085] Figure 4 This is a schematic diagram of a vehicle speed control device provided in Embodiment 4 of this application. Figure 4 As shown, the device 400 includes:

[0086] The vehicle speed acquisition module 410 is used to acquire the real-time vehicle speed and the non-powered vehicle speed when the accelerator pedal is released.

[0087] The torque increase module 420 is used to increase the anti-drag torque of the current vehicle according to the preset slow gear if the unpowered vehicle speed exceeds the preset safe speed limit.

[0088] The mode selection module 430 is used to determine the slow control mode based on the anti-drag torque, real-time vehicle speed and unpowered vehicle speed.

[0089] The vehicle speed control module 440 is used to control the speed of the current vehicle according to the slow control mode.

[0090] The technical solution of this application, based on obtaining the real-time vehicle speed and the unpowered vehicle speed at the moment the accelerator is released, applies a counter-draft torque to the current vehicle according to a safe speed limit. Furthermore, it analyzes the current vehicle's state based on information such as vehicle speed and adopts different control modes to control the vehicle's speed. The advantage of this approach is that it allows for different speed control methods to be used depending on the situation, thus overcoming the drawback of high braking energy consumption caused by using the same deceleration method for both downhill and flat terrain when employing a single control mode. This reduces braking energy consumption, increases the electric vehicle's range, and ensures vehicle safety under different conditions.

[0091] In one alternative implementation, the mode selection module 430 may include:

[0092] The downhill mode determination unit is used to determine the deceleration control mode as downhill deceleration control mode if the real-time vehicle speed is greater than the unpowered vehicle speed when the reverse drag torque increases to the torque value corresponding to the deceleration gear.

[0093] In one optional embodiment, the vehicle speed control module 440 may include:

[0094] The downhill speed control unit is used to adjust the anti-drag torque to the maximum anti-drag torque of the current vehicle in downhill slow control mode, and to control the speed of the current vehicle according to the real-time vehicle speed and slow gear.

[0095] In one optional embodiment, the downhill speed control unit may be specifically used for:

[0096] If the real-time vehicle speed decreases to below the lower limit of the slow speed range corresponding to the gearbox gear, and the current vehicle's anti-drag torque is greater than the torque value corresponding to the slow gear, the current vehicle is controlled to reduce the anti-drag torque in order to control the vehicle speed.

[0097] In another alternative embodiment, the downhill speed control unit may be specifically used for:

[0098] If the real-time vehicle speed matches the slow speed range corresponding to the gearbox gear, the current vehicle is controlled to maintain the torque value corresponding to the slow gear as a counter-dragging torque to control the current vehicle speed.

[0099] In one alternative embodiment, the device 400 may further include:

[0100] The pedal retardation module is used to control the reduction of the anti-drag torque when the torque value corresponding to the current vehicle's retardation gear is used as the anti-drag torque, and the accelerator pedal's depressing depth is less than a preset depth value; wherein, the reduction in anti-drag torque is proportional to the depressing depth.

[0101] In one alternative implementation, the mode selection module 430 may include:

[0102] The flat-ground speed control unit is used to determine the slow control mode as flat-ground slow control mode if the real-time vehicle speed is less than or equal to the no-power vehicle speed when the reverse drag torque increases to the torque value corresponding to the slow gear.

[0103] Accordingly, the vehicle speed control module 440 can be specifically used for:

[0104] In flat terrain slow control mode, the torque value corresponding to the slow gear is maintained as the anti-drag torque to control the current vehicle speed.

[0105] In one alternative embodiment, the device 400 may further include:

[0106] The pedal acceleration module is used to increase the driving torque to the current vehicle if the accelerator pedal is pressed to a depth greater than or equal to a preset depth value, so as to control the acceleration of the current vehicle.

[0107] The vehicle speed control device provided in this application embodiment can execute the vehicle speed control method provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects for executing each vehicle speed control method.

[0108] Example 5

[0109] Figure 5 A schematic diagram of an electronic device 10, which can be used to implement embodiments of this application, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the application described and / or claimed herein.

[0110] like Figure 5As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0111] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0112] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle speed control methods.

[0113] In some embodiments, the vehicle speed control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle speed control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle speed control method by any other suitable means (e.g., by means of firmware).

[0114] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0115] Computer programs used to implement the methods of this application may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0116] In the context of this application, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0117] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0118] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0119] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0120] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this application can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this application can be achieved, and this is not limited herein.

[0121] The specific embodiments described above do not constitute a limitation on the scope of protection of this application. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle speed control method, characterized in that, The method includes: Obtain the real-time speed of the current vehicle and the unpowered speed of the current vehicle when the accelerator pedal is released; If the unpowered vehicle speed is greater than the preset safe speed limit, then the anti-drag torque is increased on the current vehicle according to the preset deceleration gear. The safe speed limit is the safe speed set by the current vehicle during the deceleration process. The deceleration gear is the gear corresponding to the deceleration gear lever built into the vehicle. The deceleration gear lever has multiple gears. The higher the gear, the greater the corresponding anti-drag torque. The slow control mode is determined based on the anti-drag torque, the real-time vehicle speed, and the unpowered vehicle speed; According to the aforementioned slow control mode, the vehicle speed is controlled. The step of determining the deceleration control mode based on the anti-drag torque, the real-time vehicle speed, and the unpowered vehicle speed includes: If the anti-drag torque increases to the torque value corresponding to the slow gear, and the real-time vehicle speed is greater than the unpowered vehicle speed, then the slow control mode is determined to be the downhill slow control mode. If the anti-drag torque increases to the torque value corresponding to the slow gear, and the real-time vehicle speed is less than or equal to the unpowered vehicle speed, then the slow control mode is determined to be the flat ground slow control mode. Accordingly, controlling the vehicle speed according to the slow control mode includes: In the downhill deceleration control mode, the anti-drag torque is adjusted to the maximum anti-drag torque of the current vehicle, and the vehicle speed is controlled according to the real-time vehicle speed and the deceleration gear. In the flat ground slow control mode, the torque value corresponding to the slow gear is maintained as the anti-drag torque to control the current vehicle slowdown.

2. The method according to claim 1, characterized in that, The step of controlling the current vehicle speed based on the real-time vehicle speed and the retarded gear includes: If the real-time vehicle speed decreases to less than the lower limit of the slow speed range corresponding to the gearbox gear, and the current vehicle's anti-drag torque is greater than the torque value corresponding to the slow gear, the current vehicle is controlled to reduce the anti-drag torque in order to control the vehicle speed.

3. The method according to claim 1, characterized in that, The step of controlling the current vehicle speed based on the real-time vehicle speed and the retarded gear includes: If the real-time vehicle speed matches the slow speed range corresponding to the gearbox gear, then the current vehicle is controlled to maintain the torque value corresponding to the slow gear as a counter-dragging torque to control the current vehicle's slow speed.

4. The method according to claim 3, characterized in that, The method further includes: When the current vehicle maintains the torque value corresponding to the slow gear as the anti-drag torque, if the accelerator pedal is pressed to a depth less than a preset depth value, the anti-drag torque is controlled to decrease; wherein, the decrease in anti-drag torque is proportional to the pressing depth.

5. The method according to claim 1, characterized in that, The method further includes: In the flat ground slow control mode, if the accelerator pedal is pressed to a depth greater than or equal to a preset depth value, the driving torque is increased to control the acceleration of the current vehicle.

6. A vehicle speed control device, characterized in that, include: The vehicle speed acquisition module is used to acquire the real-time speed of the current vehicle and the unpowered speed of the current vehicle when the accelerator pedal is released. The torque increasing module is used to increase the anti-drag torque of the current vehicle according to the preset retarding gear if the unpowered vehicle speed is greater than the preset safe speed limit. The safe speed limit is the safe speed set by the current vehicle during the retarding process, and the retarding gear is the gear corresponding to the retarding gear lever built into the vehicle. The retarding gear lever has multiple gears, and the higher the gear, the greater the corresponding anti-drag torque. The mode selection module is used to determine the slow control mode based on the anti-drag torque, the real-time vehicle speed, and the unpowered vehicle speed. The vehicle speed control module is used to control the speed of the current vehicle according to the slow control mode; The mode selection module includes: The downhill mode determination unit is used to determine the deceleration control mode as downhill deceleration control mode if the real-time vehicle speed is greater than the unpowered vehicle speed when the anti-drag torque increases to the torque value corresponding to the deceleration gear. The flat-ground speed control unit is used to determine that the slow control mode is the flat-ground slow control mode if the real-time vehicle speed is less than or equal to the unpowered vehicle speed when the anti-drag torque increases to the torque value corresponding to the slow gear. The vehicle speed control module includes: a downhill vehicle speed control unit, used to adjust the anti-drag torque to the maximum anti-drag torque of the current vehicle in the downhill slow control mode, and to control the vehicle speed of the current vehicle according to the real-time vehicle speed and the slow gear. The vehicle speed control module is specifically used to: maintain the torque value corresponding to the slow gear as the anti-drag torque in the flat ground slow control mode, so as to control the current vehicle slow speed.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the vehicle speed control method according to any one of claims 1-5.

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