Vehicle operation control methods, devices, vehicles and storage media

Abstract

This disclosure provides a vehicle operation control method, device, vehicle, and storage medium. The method includes: acquiring vehicle operation information, wherein the vehicle operation information includes vehicle driving information and engine operating environment information; determining whether the vehicle is in an emergency braking condition based on the vehicle driving information; if the vehicle is in the emergency braking condition, determining a first idle speed of the vehicle's engine based on the vehicle driving information; and correcting the first idle speed based on the engine operating environment information to obtain a target idle speed of the engine under the emergency braking condition. This method improves the accuracy of the engine idle speed under emergency braking conditions and reduces the occurrence of vehicle stalling.

Description

Technical Field

[0001] This disclosure relates to, but is not limited to, the field of automotive control technology, and in particular to a method, apparatus, vehicle, and storage medium for controlling vehicle operation. Background Technology

[0002] Idle speed refers to the operating condition of an engine running at idle. The engine speed at which it idles is called the idle speed. In real life, if the engine idle speed is too low, the car may stall when temporarily stopped. If the engine idle speed is too high, it will increase fuel consumption, raise the engine operating temperature, accelerate engine wear, and produce a louder impact noise when shifting gears, which is more damaging to the car.

[0003] Therefore, the idle speed must be adjusted to an appropriate range to ensure smooth vehicle operation and extend engine life. Summary of the Invention

[0004] In view of the above, the present disclosure aims to provide a method, apparatus, vehicle, and storage medium for controlling vehicle operation.

[0005] In a first aspect, embodiments of this disclosure provide a method for controlling vehicle operation, the method comprising:

[0006] Obtain vehicle operation information; wherein the vehicle operation information includes vehicle driving information and engine operating environment information;

[0007] Based on the vehicle driving information, determine whether the vehicle is in an emergency braking condition;

[0008] If the vehicle is in the emergency braking condition, the first idle speed of the vehicle's engine is determined based on the vehicle's driving information;

[0009] Based on the engine's operating environment information, the first idle speed is corrected to obtain the engine's target idle speed under the emergency braking condition.

[0010] In some embodiments, the vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status;

[0011] The step of determining whether the vehicle is in an emergency braking condition based on the vehicle driving information includes:

[0012] If the brake pedal is in a depressed state, and the vehicle driving information other than the brake pedal state is within the first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition.

[0013] Within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and the vehicle driving information other than the current brake pedal state is within a second information threshold range, the vehicle is determined to be in an emergency braking condition; wherein, the first information threshold range is within the second information threshold range.

[0014] In some embodiments, vehicle driving information other than the brake pedal state includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range.

[0015] If the brake pedal is in a depressed state, and vehicle driving information other than that state is within a first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition, including:

[0016] If the brake pedal is in the depressed state, and the brake pressure information is within the brake pressure threshold range, the vehicle deceleration information is within the vehicle deceleration threshold range, and the vehicle speed information is within the vehicle speed threshold range, it is preliminarily determined that the vehicle is in the emergency braking condition.

[0017] In some embodiments, the vehicle driving information includes the clutch status, and vehicle driving information other than the clutch status;

[0018] The step of determining whether the vehicle is in an emergency braking condition based on the vehicle driving information includes:

[0019] If the clutch is in a disengaged state, determine whether the vehicle is in an emergency braking condition based on vehicle driving information other than the clutch state.

[0020] If the clutch is not in the disengaged state, the vehicle is determined to be in a non-emergency braking condition.

[0021] In some embodiments, the engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature;

[0022] The step of correcting the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition includes:

[0023] According to a first preset mapping table, a second idle speed corresponding to the atmospheric pressure and the coolant temperature is determined; wherein, the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature and idle speed;

[0024] According to the second preset mapping table, the third idle speed corresponding to the intake air temperature and the coolant temperature is determined; wherein, the second preset mapping table includes the correspondence between intake air temperature, coolant temperature and idle speed;

[0025] The maximum value among the first idle speed, the second idle speed, and the third idle speed is taken as the target idle speed.

[0026] In some embodiments, the method further comprises:

[0027] If the vehicle is in a non-emergency braking condition.

[0028] Based on the engine's operating environment information, the preset minimum idle speed is corrected to obtain the engine's target idle speed under the non-emergency braking condition.

[0029] In some embodiments, the method further comprises:

[0030] During the process of controlling the engine to operate at the target idle speed when the vehicle is in an emergency braking condition, the actual idle speed of the engine is obtained.

[0031] If the actual idle speed does not match the target idle speed, a gradient constraint is applied to the actual idle speed so that the actual idle speed of the engine gradually changes to the target idle speed.

[0032] Secondly, embodiments of this disclosure provide a vehicle operation control device, the device comprising:

[0033] The first acquisition module is used to acquire vehicle operation information; wherein, the vehicle operation information includes vehicle driving information and engine operating environment information;

[0034] The first determining module is used to determine whether the vehicle is in an emergency braking condition based on the vehicle driving information.

[0035] The second determining module is used to determine the first idle speed of the vehicle's engine based on the vehicle's driving information if the vehicle is in the emergency braking condition.

[0036] The first correction module is used to correct the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition.

[0037] In some embodiments, the vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status;

[0038] The first determining module is further configured to: if the brake pedal is in a depressed state and vehicle driving information other than the brake pedal state is within a first information threshold range, preliminarily determine that the vehicle is in an emergency braking condition; within a preset time period after preliminarily determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and vehicle driving information other than the current brake pedal state is within a second information threshold range, determine that the vehicle is in an emergency braking condition; wherein the first information threshold range is within the second information threshold range.

[0039] In some embodiments, vehicle driving information other than the brake pedal state includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range.

[0040] The first determining module is further configured to preliminarily determine that the vehicle is in the emergency braking condition if the brake pedal is in the depressed state, the brake pressure information is within the brake pressure threshold range, the vehicle deceleration information is within the vehicle deceleration threshold range, and the vehicle speed information is within the vehicle speed threshold range.

[0041] In some embodiments, the vehicle driving information includes the clutch status, and vehicle driving information other than the clutch status;

[0042] The first determining module is further configured to, if the clutch state is in a disengaged state, determine whether the vehicle is in an emergency braking condition based on vehicle driving information other than the clutch state; and if the clutch state is not in the disengaged state, determine that the vehicle is in a non-emergency braking condition.

[0043] In some embodiments, the engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature;

[0044] The first correction module is further configured to determine a second idle speed corresponding to the atmospheric pressure and the coolant temperature according to a first preset mapping table; wherein the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature and idle speed; determine a third idle speed corresponding to the intake air temperature and the coolant temperature according to a second preset mapping table; wherein the second preset mapping table includes the correspondence between intake air temperature, coolant temperature and idle speed; and take the maximum value among the first idle speed, the second idle speed and the third idle speed as the target idle speed.

[0045] In some embodiments, the apparatus further includes:

[0046] The second correction module is used to correct the preset minimum idle speed based on the engine's operating environment information if the vehicle is in a non-emergency braking condition, so as to obtain the target idle speed of the engine under the non-emergency braking condition.

[0047] In some embodiments, the apparatus further includes:

[0048] The second acquisition module is used to acquire the actual idle speed of the engine during the process of controlling the engine to run at the target idle speed when the vehicle is in an emergency braking condition.

[0049] The gradient constraint processing module is used to perform gradient constraint processing on the actual idle speed if the actual idle speed does not match the target idle speed, so that the actual idle speed of the engine gradually changes to the target idle speed.

[0050] Thirdly, embodiments of this disclosure provide a vehicle, including:

[0051] Processor; memory used to store processor-executable instructions;

[0052] The processor is configured to perform the method described in the first aspect.

[0053] Fourthly, embodiments of this disclosure provide a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect.

[0054] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects:

[0055] In the embodiments of this disclosure, the vehicle is first identified as being in an emergency braking condition based on vehicle driving information, and a first idle speed of the engine under this emergency braking condition is determined. Then, the first idle speed is corrected based on the engine's operating environment information to obtain a target idle speed of the engine under the emergency braking condition. This embodiment of the disclosure considers that under emergency braking conditions, the engine idle speed may not be sufficient for stable vehicle operation. Therefore, by correcting the first idle speed to obtain the target idle speed under this emergency braking condition, the vehicle can operate at a more optimal engine idle speed under emergency braking conditions, reducing the occurrence of vehicle stalling and thus improving vehicle operational stability.

[0056] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0057] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this disclosure and, together with the specification, serve to illustrate the technical solutions of this disclosure.

[0058] Figure 1 A schematic diagram of the implementation process of a vehicle operation control method provided in this embodiment of the present disclosure. Figure 1 ;

[0059] Figure 2 A braking pressure versus idle speed mapping diagram provided in this embodiment of the present disclosure;

[0060] Figure 3 An atmospheric pressure, coolant temperature and idle speed mapping diagram provided for embodiments of this disclosure;

[0061] Figure 4 A mapping diagram of intake air temperature, coolant temperature and idle speed provided in an embodiment of this disclosure;

[0062] Figure 5 This is a schematic diagram of the connection of an external signal element provided in an embodiment of the present disclosure.

[0063] Figure 6 A schematic diagram illustrating gradient constraint processing provided in an embodiment of this disclosure;

[0064] Figure 7 A block diagram illustrating the control architecture for vehicle operation provided in this embodiment of the disclosure;

[0065] Figure 8 A schematic diagram of the implementation process of a vehicle operation control method provided in this embodiment of the present disclosure. Figure 2 ;

[0066] Figure 9 This is a schematic diagram of a vehicle operation control device provided in an embodiment of the present disclosure;

[0067] Figure 10 This is a schematic diagram of a hardware entity of a vehicle in an embodiment of this disclosure. Detailed Implementation

[0068] To make the objectives, technical solutions, and advantages of this disclosure clearer, the technical solutions of this disclosure are further described in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations on this disclosure. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0069] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0070] The terms “first / second / third” used in this disclosure are merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that “first / second / third” may be interchanged in a specific order or sequence where permitted, so that the embodiments of this disclosure described herein can be implemented in an order other than that illustrated or described herein.

[0071] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this disclosure.

[0072] Figure 1 A schematic diagram of the implementation process of a vehicle operation control method provided in this embodiment of the present disclosure. Figure 1 ,like Figure 1 As shown, the method includes the following steps:

[0073] S101. Obtain vehicle operation information; wherein, the vehicle operation information includes vehicle driving information and engine operating environment information;

[0074] S102. Based on the vehicle driving information, determine whether the vehicle is in an emergency braking condition;

[0075] S103. If the vehicle is in the emergency braking condition, determine the first idle speed of the vehicle's engine based on the vehicle driving information;

[0076] S104. Based on the engine's operating environment information, the first idle speed is corrected to obtain the engine's target idle speed.

[0077] The vehicle operation control method of this disclosure can be applied to vehicles. When a vehicle switches from a high speed and high gear to a low speed and low gear, the clutch cannot disengage quickly enough. At this time, the engine and transmission are still coupled through the clutch. The load of the transmission will drag the engine to a lower speed. When the engine is below a certain speed, it enters an idle speed control state. If the dragging torque load of the transmission is greater than the idle torque of the engine, the engine is prone to stalling.

[0078] Therefore, in this embodiment of the disclosure, how to determine the target idle speed of the vehicle's engine when considering a scenario where the vehicle is in an emergency braking condition.

[0079] In this embodiment of the disclosure, the vehicle can obtain vehicle operation information through the Electronic Control Unit (ECU), Electronic Stability Controller (ESC), and various sensors during driving.

[0080] In this embodiment, the vehicle operation information includes vehicle driving information and engine operating environment information. The vehicle driving information includes: pedal opening obtained by a pedal position sensor; brake pedal state determined by the ECU based on the pedal opening; brake pressure obtained by a brake pressure sensor; engine speed obtained by a speed sensor; vehicle speed determined by the ESC based on the engine speed; vehicle deceleration obtained by a gravity sensor (G-sensor); clutch pedal opening obtained by a clutch position sensor; and clutch state obtained by the Transmission Control Unit (TCU). The engine operating environment information includes: atmospheric pressure obtained by an atmospheric pressure sensor; intake air temperature obtained by an intake air temperature sensor; and coolant temperature obtained by a coolant temperature sensor.

[0081] In this embodiment of the disclosure, the vehicle can determine whether it is in an emergency braking condition based on vehicle driving information via an electronic control unit. Emergency braking refers to the driver quickly applying the brakes to stop the vehicle within the shortest distance when encountering an emergency during driving. That is, the brake pedal is depressed when the vehicle is in an emergency braking condition. Therefore, the vehicle can determine whether it is in an emergency braking condition based on the brake pedal status in the vehicle driving information.

[0082] In this embodiment of the disclosure, if the vehicle is under emergency braking, the first idle speed of the vehicle's engine is determined based on the vehicle's driving information. In this embodiment, the vehicle can determine the first idle speed of the vehicle's engine based on one or more pieces of information from the vehicle's driving information. For example, if the vehicle determines the first idle speed of the engine based on one piece of information from the vehicle's driving information, the vehicle can determine the first idle speed of the engine based on the brake pressure information in the vehicle's driving information. When the vehicle is in an emergency braking situation, the brake pedal is depressed, and the braking force of the pedal drives the piston of the master cylinder to move. As the piston of the master cylinder moves, the outlet of the master cylinder opens and the inlet closes, increasing the brake pressure (brake pressure). Under the brake pressure, the brake pads are pushed, gradually reducing the vehicle speed until the vehicle stops. Conversely, when the vehicle is in a non-emergency braking situation, the brake pedal is released, and the piston of the master cylinder returns. As the piston of the master cylinder moves, the outlet of the master cylinder closes and the inlet opens, gradually reducing the brake pressure to release the brakes on the vehicle. It can be seen that the brake pressure information is related to the engine idle speed. Therefore, the embodiments of this disclosure can determine the first idle speed of the engine based on the brake pressure information.

[0083] In this embodiment, the vehicle can determine the first idle speed corresponding to the braking pressure information based on the mapping relationship between braking pressure information and idle speed (e.g., a third preset mapping table in this embodiment). It should be noted that braking pressure is positively correlated with engine idle speed; different engines correspond to different third preset mapping tables, which can be obtained through calibration.

[0084] For example, Figure 2 A braking pressure versus idle speed mapping diagram is provided for embodiments of this disclosure, such as... Figure 2 As shown, the horizontal axis represents braking pressure, and the vertical axis represents the corresponding first idle speed. (This is consistent with the above...) Figure 2 The corresponding third preset mapping table is shown in Table 1:

[0085] Table 1 Third Preset Mapping Table

[0086] Braking pressure Engine speed 0 850 5 850 8 950 10 1000 15 1050 25 1050

[0087] Among them, engine speed represents the first idle speed of the engine under emergency braking conditions; the unit of engine speed is revolutions per minute (rpm), and the unit of braking pressure is kilopascal (kPa).

[0088] Taking the determination of the engine's first idle speed based on multiple pieces of information from the vehicle's driving information as an example, the vehicle can determine the engine's first idle speed based on the vehicle speed information and brake pressure information from the vehicle's driving information. Since the engine speed is positively correlated with the vehicle speed during normal driving, when the engine enters the idle speed control state at a speed below a certain level, the engine "outputs power but does not generate power" in the idle state, and the corresponding vehicle speed value is also low. It can be seen that the vehicle speed is related to the engine's idle speed. Therefore, the embodiments of this disclosure can combine vehicle speed information and brake pressure information to determine the engine's first idle speed.

[0089] In this embodiment, the vehicle corrects the first idle speed based on engine operating environment information to obtain the target idle speed of the engine under emergency braking conditions. In this embodiment, the vehicle can determine the first idle speed of the engine based on one or more pieces of information from the engine operating environment information. Taking the correction of the first idle speed based on one piece of information from the engine operating environment information as an example, the vehicle can correct the first idle speed based on atmospheric pressure from the engine operating environment information. Since the internal air pressure of the engine is the same as the atmospheric pressure when the engine is in an idling state (i.e., idling state), and the internal air pressure of the engine depends on the engine's intake air volume, which is related to the engine's idle speed, atmospheric pressure is also related to the engine's idle speed. Therefore, this embodiment can correct the first idle speed based on atmospheric pressure. For example, the vehicle can correct the first idle speed according to a preset correspondence between atmospheric pressure and idle speed. The preset correspondence between atmospheric pressure and idle speed can be obtained through calibration.

[0090] In related technologies, engine target idle speed control methods generally collect parameters such as atmospheric pressure, coolant temperature, and intake air temperature, and then select an appropriate engine target idle speed based on these parameters. However, they do not consider the engine idle speed in emergency braking scenarios, which can lead to vehicle stalling in certain emergency braking scenarios where the vehicle speed drops rapidly from a higher speed to a lower speed.

[0091] In this embodiment, the vehicle is first identified as being in an emergency braking condition based on its driving information, and a first idle speed of the engine under this emergency braking condition is determined. Then, the first idle speed is corrected based on the engine's operating environment information to obtain a target idle speed of the engine under the emergency braking condition. This embodiment considers that under emergency braking conditions, the engine idle speed may not be sufficient for stable vehicle operation. Therefore, by correcting the first idle speed to obtain the target idle speed, the vehicle can operate at a more optimal engine idle speed under emergency braking conditions, reducing the likelihood of engine stalling and thus improving vehicle operational stability.

[0092] In some embodiments, the vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status;

[0093] The step of determining whether the vehicle is in an emergency braking condition based on the vehicle driving information includes:

[0094] If the brake pedal is in a depressed state, and the vehicle driving information other than the brake pedal state is within the first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition.

[0095] Within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and the vehicle driving information other than the current brake pedal state is within a second information threshold range, the vehicle is determined to be in an emergency braking condition; wherein, the first information threshold range is within the second information threshold range.

[0096] In this embodiment of the disclosure, vehicle driving information includes: brake pedal status, and vehicle driving information other than brake pedal status. As analyzed above, the vehicle driving information other than brake pedal status in this embodiment of the disclosure may include, as previously mentioned, braking pressure, vehicle speed, vehicle deceleration, etc.

[0097] As mentioned above, the brake pedal is depressed when the vehicle is in an emergency braking condition. In this embodiment of the present disclosure, the brake pedal state can be represented by a 0 or 1 switch signal, where 0 indicates that it is not depressed and 1 indicates that it is depressed; for example, the brake pedal state is always 1 during the vehicle's braking process.

[0098] In this embodiment of the disclosure, if the brake pedal is in a depressed state and the vehicle driving information other than the brake pedal state is within a first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition. In this embodiment of the disclosure, the vehicle can preliminarily determine that it is in an emergency braking condition based on one or more pieces of vehicle driving information other than the brake pedal state. Correspondingly, the first information threshold range includes threshold ranges corresponding to one or more pieces of vehicle driving information other than the brake pedal state.

[0099] Vehicle driving information outside of the brake pedal state, such as brake pressure information, is prone to abrupt changes due to interference from factors like air intake volume. It's possible that at one moment it falls within the threshold range corresponding to brake pressure information within the first information threshold range, while at adjacent moments it doesn't. In other words, vehicle driving information outside of the brake pedal state tends to repeatedly jump around the critical point of the first information threshold range. This abrupt change can easily cause the vehicle to repeatedly switch between emergency braking and non-emergency braking conditions, leading to vehicle instability.

[0100] To reduce the occurrence of the above situations, in this embodiment of the disclosure, within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and the vehicle driving information other than the current brake pedal state is within a second information threshold interval, the vehicle is determined to be in an emergency braking condition; wherein, the first information threshold interval is within the second information threshold interval. When the vehicle initially determines that it is in an emergency braking condition based on one or more pieces of vehicle driving information other than the brake pedal state, the corresponding second information threshold interval includes the threshold interval corresponding to one or more pieces of vehicle driving information other than the brake pedal state. The preset time period and the second information threshold interval can be obtained through calibration.

[0101] Taking the example of initially determining that a vehicle is in an emergency braking condition based on one piece of vehicle driving information other than the brake pedal status, the vehicle can be initially determined to be in an emergency braking condition based on vehicle deceleration information. The corresponding threshold range for the first information threshold range is less than -5 kilometers per hour per second (kph / s), and the corresponding threshold range for the second information threshold range is less than or equal to 2 kph / s. Within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the vehicle deceleration is greater than or equal to -5 kph / s and less than or equal to 2 kph / s, the vehicle remains in an emergency braking condition; if the vehicle deceleration is greater than 2 kph / s, the vehicle switches from an emergency braking condition to a non-emergency braking condition. The vehicle can be preliminarily determined to be in an emergency braking condition based on its speed information. The first information threshold interval corresponding to the speed information is less than 40 kilometers per hour (km / h), and the second information threshold interval corresponding to the speed information is less than or equal to 45 km / h. Within a preset time after the vehicle is preliminarily determined to be in an emergency braking condition, if the vehicle speed is greater than or equal to 40 km / h and less than or equal to 45 km / h, the vehicle remains in an emergency braking condition; if the vehicle speed is greater than 45 km / h, the vehicle switches from an emergency braking condition to a non-emergency braking condition. The vehicle can also preliminarily determine that it is in an emergency braking condition based on the braking pressure information. The threshold interval corresponding to the braking pressure information in the first information threshold interval is greater than 25 kPa, and the threshold interval corresponding to the braking pressure information in the second information threshold interval is greater than or equal to 20 kPa. Within a preset time after the vehicle is preliminarily determined to be in an emergency braking condition, if the vehicle braking pressure is less than or equal to 25 kPa but greater than or equal to 20 kPa, the vehicle is still in an emergency braking condition; if the vehicle braking pressure is less than 20 kPa, the vehicle switches from an emergency braking condition to a non-emergency braking condition.

[0102] In this embodiment, the vehicle is first preliminarily determined to be in an emergency braking condition. Then, a second information threshold interval is introduced, which, together with the first information threshold interval, constitutes the hysteresis interval for determining whether the vehicle is in an emergency braking condition. This reduces the occurrence of repeated switching between emergency and non-emergency braking conditions caused by the instability of vehicle driving information other than the brake pedal state (jumping near the critical value of the first information threshold interval) after determining that the vehicle is in an emergency braking condition, thereby improving the anti-interference performance of determining that the vehicle is in an emergency braking condition.

[0103] In some embodiments, vehicle driving information other than the brake pedal state includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range.

[0104] If the brake pedal is in a depressed state, and vehicle driving information other than that state is within a first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition, including:

[0105] If the brake pedal is in the depressed state, and the brake pressure information is within the brake pressure threshold range, the vehicle deceleration information is within the vehicle deceleration threshold range, and the vehicle speed information is within the vehicle speed threshold range, it is preliminarily determined that the vehicle is in the emergency braking condition.

[0106] In this embodiment of the disclosure, vehicle driving information other than the brake pedal state includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range.

[0107] As the foregoing analysis shows, the braking pressure is higher when the vehicle is in an emergency braking condition, and lower when the vehicle is in a non-emergency braking condition. Therefore, in this embodiment, the vehicle can preliminarily determine whether it is in an emergency braking condition based on the braking pressure information being within the braking pressure threshold range.

[0108] Because the braking force during emergency braking is very large, the resulting impact can easily cause discomfort or danger to passengers or endanger cargo. It also increases fuel consumption and tire wear. Therefore, except in emergency braking situations, the absolute value of braking deceleration should generally not be too large. Thus, in this embodiment, the vehicle can initially determine whether it is in an emergency braking condition based on whether its deceleration falls within a vehicle deceleration threshold range. It should be noted that a negative deceleration value represents the acceleration of the vehicle during deceleration. In this embodiment, the vehicle deceleration can be negative. For example, the vehicle deceleration threshold range can be less than -5.4 kph / s. In an emergency braking condition, the deceleration falls within the deceleration threshold range, meaning the absolute value of the deceleration is greater than 5.4 kph / s.

[0109] As mentioned earlier, emergency braking refers to the driver's rapid application of the brakes to bring the vehicle to a stop within a short period of time when encountering an emergency during driving, i.e., the vehicle speed gradually decreases. Therefore, in this embodiment of the disclosure, the vehicle can preliminarily determine whether it is in an emergency braking condition based on the vehicle speed information being within the vehicle speed threshold range.

[0110] In this embodiment, the vehicle initially determines that it is in an emergency braking condition based on multiple pieces of vehicle driving information other than the brake pedal state, and multiple threshold ranges corresponding to the aforementioned vehicle driving information other than the brake pedal state. Specifically, in this embodiment, if the brake pedal is depressed, the vehicle initially determines that it is in an emergency braking condition based on the brake pressure information being in the brake pressure threshold range, the vehicle deceleration information being in the vehicle deceleration threshold range, and the vehicle speed information being in the vehicle speed threshold range. The brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range can be obtained through calibration.

[0111] In this embodiment, when the brake pedal is depressed, the vehicle is initially determined to be in an emergency braking condition based on the brake pressure, vehicle deceleration, and vehicle speed being within their respective threshold ranges. This embodiment combines the results of judging whether multiple pieces of vehicle driving information (brake pressure, vehicle deceleration, and vehicle speed) outside the brake pedal state are within their corresponding threshold ranges to determine if the vehicle is in an emergency braking condition. Compared to determining if the vehicle is in an emergency braking condition based on the result of judging whether only one piece of vehicle driving information outside the brake pedal state is within its corresponding threshold range, it can be understood that this embodiment is more accurate in determining if the vehicle is in an emergency braking condition.

[0112] It should be noted that when vehicle driving information other than the brake pedal status includes brake pressure information, vehicle deceleration information, and vehicle speed information, the second information threshold range may also include threshold ranges corresponding to the above three pieces of information (brake pressure information, vehicle deceleration information, and vehicle speed information). Within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is depressed, and the brake pressure, vehicle deceleration, and vehicle speed information (excluding the current brake pedal status) are all within the threshold range corresponding to the brake pressure information, the vehicle deceleration information, and the vehicle speed information, the vehicle is determined to be in an emergency braking condition.

[0113] In some embodiments, the vehicle driving information includes the clutch status, and vehicle driving information other than the clutch status;

[0114] The step of determining whether the vehicle is in an emergency braking condition based on the vehicle driving information includes:

[0115] If the clutch is in a disengaged state, determine whether the vehicle is in an emergency braking condition based on vehicle driving information other than the clutch state.

[0116] If the clutch is not in the disengaged state, the vehicle is determined to be in a non-emergency braking condition.

[0117] In this embodiment, vehicle driving information includes the clutch state and other vehicle driving information besides the clutch state. Typically, the clutch has three operating states: disengaged, sliding friction, and non-slipping friction. Since there is no friction between the pressure plate and flywheel during emergency braking to low vehicle speeds, the clutch is in the disengaged state. Therefore, in this embodiment, the vehicle can determine whether it is in an emergency braking condition based on the clutch state. In this embodiment, if the clutch state is disengaged, the vehicle determines whether it is in an emergency braking condition based on vehicle driving information other than the clutch state.

[0118] When the vehicle is driving normally, the pressure plate presses against the flywheel friction plates, and the input shaft and output shaft maintain relative static friction. The pressure plate and flywheel friction plates rotate at the same speed, and the clutch is in a non-slip friction state. When there is sliding friction between the clutch pressure plate and the friction plates on the flywheel, the flywheel rotates faster than the output shaft, and part of the power transmitted from the flywheel is transmitted to the transmission, and the clutch is in a sliding friction state. That is, the vehicle is in a non-emergency braking condition when the clutch is in both the non-slip friction state and the sliding friction state. Therefore, in this embodiment, if the clutch is not in a disengaged state, the vehicle is determined to be in a non-emergency braking condition.

[0119] In this embodiment of the disclosure, if the clutch is in a disengaged state, the vehicle determines whether it is in an emergency braking condition based on vehicle driving information other than the clutch state; if the clutch is not in a disengaged state, it is determined to be in a non-emergency braking condition. Since the vehicle is in a non-emergency braking condition when the clutch is not in a disengaged state, the clutch state is determined first. When the clutch is not in a disengaged state, the step of making a judgment based on vehicle driving information other than the clutch state is saved, thereby improving the efficiency of determining whether the vehicle is in an emergency braking condition.

[0120] In some embodiments, the engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature;

[0121] The step of correcting the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition includes:

[0122] According to a first preset mapping table, a second idle speed corresponding to the atmospheric pressure and the coolant temperature is determined; wherein, the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature and idle speed;

[0123] According to the second preset mapping table, the third idle speed corresponding to the intake air temperature and the coolant temperature is determined; wherein, the second preset mapping table includes the correspondence between intake air temperature, coolant temperature and idle speed;

[0124] The maximum value among the first idle speed, the second idle speed, and the third idle speed is taken as the target idle speed.

[0125] In this embodiment of the disclosure, the engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature.

[0126] The idle speed of the same vehicle engine will vary at different altitudes. The higher the altitude, the lower the atmospheric pressure, and the higher the vehicle's idle speed. Therefore, in this embodiment, the vehicle can adjust the first idle speed based on atmospheric pressure.

[0127] When starting a cold engine, in order to quickly bring the engine to its normal operating temperature, the vehicle adjusts the engine idle speed according to the coolant temperature. The lower the coolant temperature, the higher the speed; as the coolant temperature rises, the idle speed gradually returns to normal. Therefore, in this embodiment, the vehicle can correct the first idle speed based on the coolant temperature.

[0128] If the intake air temperature is high, the intake air density will decrease, and the total amount of air entering the cylinder will decrease. Furthermore, as the foregoing analysis shows, the intake air volume is related to the idle speed; that is, a high intake air temperature is related to the idle speed. Therefore, in this embodiment of the present disclosure, the vehicle can adjust the first idle speed based on the intake air temperature.

[0129] In this embodiment, after determining the first idle speed, the vehicle corrects the first idle speed based on engine operating environment information such as atmospheric pressure, intake air temperature, and coolant temperature to obtain the target idle speed. Specifically, in this embodiment, the vehicle determines the second idle speed corresponding to atmospheric pressure and coolant temperature according to a first preset mapping table; wherein the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature, and idle speed. In this embodiment, the vehicle determines the third idle speed corresponding to intake air temperature and coolant temperature according to a second preset mapping table; wherein the second preset mapping table includes the correspondence between intake air temperature, coolant temperature, and idle speed.

[0130] It should be noted that different engines require different first and second preset mapping tables. For example, Figure 3 An atmospheric pressure, coolant temperature, and idle speed mapping diagram provided in this embodiment corresponds to a first preset mapping table, such as... Figure 3As shown, atmospheric pressure is measured in kilopascals, coolant temperature in degrees Celsius, and engine speed in revolutions per minute. Figure 4 An intake air temperature, coolant temperature, and idle speed mapping diagram provided in this embodiment of the disclosure corresponds to a second preset mapping table, such as... Figure 4 As shown, the unit for intake air temperature is degrees Celsius, the unit for coolant temperature is degrees Celsius, and the unit for engine speed is revolutions per minute.

[0131] In order to increase the target idle speed, in this embodiment of the disclosure, the vehicle uses the maximum value among the first idle speed, the second idle speed, and the third idle speed as the target idle speed of the engine under emergency braking conditions.

[0132] In this embodiment, after determining the second idle speed based on the first preset mapping table and the third idle speed based on the second preset mapping table, the vehicle uses the maximum value among the first, second, and third idle speeds as the target idle speed of the engine under emergency braking conditions. In this embodiment, the vehicle uses the maximum value of the aforementioned multiple idle speeds as the target idle speed of the engine under emergency braking conditions. That is, a larger target idle speed corresponds to a larger engine output power, increasing the engine's load-bearing capacity and thus improving engine idle stability.

[0133] In some embodiments, the method further comprises:

[0134] If the vehicle is in a non-emergency braking condition.

[0135] Based on the engine's operating environment information, the preset minimum idle speed is corrected to obtain the engine's target idle speed under the non-emergency braking condition.

[0136] In this embodiment of the disclosure, if the vehicle is in a non-emergency braking condition, the vehicle corrects the preset minimum idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under non-emergency braking conditions. As mentioned above, the vehicle can correct the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under emergency braking conditions. Similarly, in this embodiment of the disclosure, the vehicle can correct the preset minimum idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under non-emergency braking conditions. The preset minimum idle speed is the idle speed when the engine is fully warmed up, and exemplarily, it can be 700-750 rpm.

[0137] In this embodiment, the engine's operating environment information can be a single piece of information or multiple pieces of information. Taking multiple pieces of engine operating environment information as an example, it can include atmospheric pressure, intake air temperature, and coolant temperature, etc. In this embodiment, if the vehicle is in a non-emergency braking condition, the vehicle can correct the preset minimum idle speed based on atmospheric pressure, intake air temperature, and coolant temperature to obtain the engine's target idle speed under non-emergency braking conditions.

[0138] In this embodiment of the present disclosure, the vehicle corrects the preset minimum idle speed based on the engine's operating environment information, which can improve the accuracy of the target idle speed of the engine under the determined non-emergency braking conditions.

[0139] In some embodiments, the method further comprises:

[0140] During the process of controlling the engine to operate at the target idle speed when the vehicle is in an emergency braking condition, the actual idle speed of the engine is obtained.

[0141] If the actual idle speed does not match the target idle speed, a gradient constraint is applied to the actual idle speed so that the actual idle speed of the engine gradually changes to the target idle speed.

[0142] In this embodiment of the disclosure, during the process of controlling the engine to operate at a target idle speed when the vehicle is under emergency braking, the actual idle speed of the engine is acquired. In order to reduce the phenomenon that the instrument speed changes significantly when the engine idle speed changes significantly, in this embodiment of the disclosure, if the actual idle speed does not match the target idle speed, the vehicle performs gradient constraint processing on the actual idle speed, so that the actual idle speed of the engine gradually changes to the target idle speed.

[0143] In this embodiment of the disclosure, if the actual idle speed is less than the target idle speed, the actual idle speed increases to the target idle speed based on a preset increase rate; if the actual idle speed is greater than the target idle speed, the actual idle speed decreases to the target idle speed based on a preset decrease rate.

[0144] In this embodiment of the disclosure, the external signals include an upper limit (Limit Up, LU) external signal and a lower limit (Limit Down, LD) external signal. Figure 5 This is a schematic diagram of the connection of an external signal element provided in an embodiment of the present disclosure, such as... Figure 5As shown in this embodiment, the vehicle sets a preset rise rate via external signal L501 (LU) and a preset fall rate via external signal L502 (LD). The actual idle speed of the engine is obtained via input module L503, and the idle speed after Z-transformation is obtained via unit delay module L504. Then, gradient constraint module L505 performs gradient constraint processing on the actual idle speed, gradually changing it to the target idle speed. The engine idle speed is then output via output module L506. The preset rise rate serves as the upper limit of the engine idle speed's rise rate, and the preset fall rate serves as the lower limit of the engine idle speed's fall rate.

[0145] Figure 6 This is a schematic diagram of gradient constraint processing provided in an embodiment of the present disclosure, as shown below. Figure 6 As shown, the actual idle speed of the engine is 850 rpm, which gradually increases to the target idle speed of 1000 rpm based on a preset rate of increase. It can be seen that if the vehicle is under emergency braking and the idle speed changes abruptly, the vehicle, based on a preset rate of increase or decrease, gradually changes the actual idle speed of the engine to the target idle speed, effectively reducing the occurrence of sudden changes in engine idle speed.

[0146] In this embodiment, if the vehicle is under emergency braking and the actual idle speed does not match the target idle speed, the vehicle applies a gradient constraint to the engine's actual idle speed, gradually changing it to the target idle speed. Since large changes in engine idle speed can easily cause instability or engine damage due to significant variations in the forces acting on the crankshaft, connecting rod, and piston, this embodiment improves vehicle stability and reduces the likelihood of engine damage caused by large changes in idle speed.

[0147] Figure 7 This disclosure provides an architecture block diagram for controlling vehicle operation, as shown in the embodiments below. Figure 7As shown, in this embodiment of the disclosure, the vehicle identifies whether it is an emergency braking scenario through the emergency braking scenario recognition module L701. Specifically, the vehicle obtains a vehicle speed signal through the vehicle speed module L7011, a brake pedal signal through the brake pedal module L7012, a vehicle deceleration signal through the vehicle deceleration module L7013, a brake pressure signal through the brake pressure module L7014, and a clutch signal through the transmission control unit module L7015. The emergency braking scenario recognition module L7016 combines the above signals to identify whether it is an emergency braking scenario. Then, the vehicle determines an enable signal based on the emergency braking scenario recognition result through the enable signal module L7017. For example, when an emergency braking scenario is identified, the enable signal is in an enabled state.

[0148] In this embodiment, the vehicle acquires vehicle operating information via hardware input module L702. This vehicle operating information includes the brake pressure signal acquired by brake pressure module L7021, the atmospheric pressure acquired by atmospheric pressure module L7022, the coolant temperature acquired by coolant temperature module L7023, and the intake air temperature acquired by intake air temperature module L7024. It should be noted that brake pressure module L7021 and brake pressure module L7014 can be modules with the same function.

[0149] In this embodiment, the vehicle determines the target idle speed of the engine through the speed arbitration module L703. Since the brake pressure information fluctuates significantly, it needs to be low-pass filtered. The vehicle inputs a low-pass filter coefficient through the filter coefficient module L7031 to adjust the signal filtering strength; the low-pass filter coefficient is negatively correlated with the filtering capability, for example, the smaller the low-pass filter coefficient, the stronger the filtering capability. The vehicle then filters the obtained brake pressure information through the filter module L7032 to remove invalid high-frequency impurity signals, obtaining filtered brake pressure information. After obtaining the filtered brake pressure information, the vehicle obtains the target speed pulse spectrum table of the brake pressure signal (third preset mapping table) through the first mapping table acquisition module L7033 to determine the target idle speed corresponding to the obtained brake pressure. In addition, the vehicle also obtains the target speed pulse spectrum table (first preset mapping table) of atmospheric pressure and coolant temperature through the second mapping table acquisition module L7035 to determine the target idle speed corresponding to the above-obtained atmospheric pressure and coolant temperature, and obtains the target speed pulse spectrum table (second preset mapping table) of intake air temperature and coolant temperature through the third mapping table acquisition module L7037 to determine the target idle speed corresponding to the above-obtained intake air temperature and coolant temperature. When the vehicle determines that the enable signal is enabled by the enable judgment module L7034 (under emergency braking conditions), the calculation module L7038 uses the maximum value of the target idle speed determined by the first preset mapping table, the second preset mapping table, and the third preset mapping table as the target idle speed of the engine under emergency braking conditions. When the vehicle determines that the enable signal is not enabled by the enable judgment module L7034 (under non-emergency braking conditions), the calculation module L7038 uses the maximum value of the target idle speed determined by the first preset mapping table and the second preset mapping table and the minimum engine target idle speed set by the setting module L7036 as the target idle speed of the engine under non-emergency braking conditions.

[0150] In this embodiment, the vehicle operates at a target engine idle speed via the control execution module L704. Specifically, the vehicle determines a first constraint coefficient (the upper limit of the rate of increase of the engine idle speed) via the upper limit input module L7041, a second constraint coefficient (the lower limit of the rate of decrease of the engine idle speed) via the lower limit input module L7042, and obtains the current engine idle speed via the engine idle speed acquisition module L7043. Then, the vehicle performs gradient constraint processing on the current engine idle speed via the gradient constraint module L7044. For example, if the current idle speed is less than the determined target idle speed, the engine idle speed increases to the target idle speed based on a preset increase rate; if the current idle speed is greater than the determined target idle speed, the engine idle speed decreases to the target idle speed based on a preset decrease rate. The vehicle operates at the target engine idle speed via the idle speed operation module L7045.

[0151] In the embodiments of this disclosure, the vehicle is first identified as being in an emergency braking condition based on vehicle driving information, and a first idle speed of the engine under this emergency braking condition is determined. Then, the first idle speed is corrected based on the engine's operating environment information to obtain a target idle speed of the engine under the emergency braking condition. This embodiment of the disclosure considers that under emergency braking conditions, the engine idle speed may not be sufficient for stable vehicle operation. Therefore, by correcting the first idle speed to obtain the target idle speed under this emergency braking condition, the vehicle can operate at a more optimal engine idle speed under emergency braking conditions, reducing the occurrence of vehicle stalling and thus improving vehicle operational stability.

[0152] Figure 8 A schematic diagram of the implementation process of a vehicle operation control method provided in this embodiment of the present disclosure. Figure 2 ,like Figure 8 As shown, it includes the following steps:

[0153] S801, signals related to vehicle driving information.

[0154] In this embodiment of the disclosure, the vehicle reads signals related to driving information (acquires vehicle operation information); wherein, the vehicle operation information includes vehicle driving information and engine operating environment information.

[0155] S802. The vehicle determines whether it is in an emergency braking condition based on the brake pedal, brake vacuum, vehicle speed, and vehicle deceleration signals. If yes, proceed to step S803; otherwise, proceed to step S804.

[0156] In this embodiment, the vehicle determines whether it is in an emergency braking condition based on signals from the brake pedal, brake vacuum, vehicle speed, and vehicle deceleration (determining whether the vehicle is in an emergency braking condition based on vehicle driving information). The brake pedal state, brake vacuum (i.e., brake pressure), vehicle speed, and vehicle deceleration are all considered vehicle driving information. When the vehicle is in an emergency braking condition, the brake pedal is depressed; when the vehicle is not in an emergency braking condition, the brake pedal is not depressed.

[0157] S803, the vehicle increases the target idle speed of the engine based on the braking pressure signal.

[0158] In this embodiment of the present disclosure, if the vehicle is in an emergency braking condition, the vehicle increases the engine's target idle speed based on the braking pressure signal. For example, the vehicle can determine the engine's first idle speed corresponding to the braking pressure based on a third preset mapping table. In this embodiment of the present disclosure, after determining the first idle speed, the first idle speed can also be corrected based on the engine's operating environment information (atmospheric pressure, intake air temperature, and coolant temperature) to obtain the engine's target idle speed under emergency braking conditions.

[0159] S804: Instead of increasing the engine idle target speed, the minimum engine idle speed set by the vehicle is used as the engine idle speed under non-emergency braking conditions.

[0160] In this embodiment, the vehicle may not increase the engine idle target speed, but instead use the set minimum engine idle speed (preset minimum idle speed) as the engine target idle speed under non-emergency braking conditions. Furthermore, in this embodiment, the vehicle may further correct the preset minimum idle speed based on engine operating environment information (atmospheric pressure, intake air temperature, and coolant temperature).

[0161] S805, the engine is operating normally at the target idle speed.

[0162] In this embodiment of the disclosure, the engine operates normally at the target idle speed.

[0163] In the embodiments of this disclosure, the vehicle first identifies whether it is an emergency braking condition based on vehicle driving information, and then determines the target idle speed of the engine under emergency braking conditions and non-emergency conditions respectively. This disclosure considers that under emergency braking conditions, the engine idle speed may not be sufficient for stable vehicle operation. Therefore, under such emergency braking conditions, the target idle speed of the engine is increased based on the braking pressure signal, improving the accuracy of the engine idle speed under emergency braking conditions, reducing the occurrence of vehicle stalling, and thus improving the stability of vehicle operation.

[0164] Figure 9This is a schematic diagram of a vehicle operation control device provided in an embodiment of the present disclosure, such as... Figure 9 As shown, the vehicle operation control device 900 includes:

[0165] The first acquisition module 901 is used to acquire vehicle operation information; wherein, the vehicle operation information includes vehicle driving information and engine operating environment information;

[0166] The first determining module 902 is used to determine whether the vehicle is in an emergency braking condition based on the vehicle driving information.

[0167] The second determining module 903 is used to determine the first idle speed of the vehicle's engine based on the vehicle's driving information if the vehicle is in the emergency braking condition.

[0168] The first correction module 904 is used to correct the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition.

[0169] In some embodiments, the vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status;

[0170] The first determining module 902 is further configured to: if the brake pedal is in a depressed state and vehicle driving information other than the brake pedal state is within a first information threshold range, preliminarily determine that the vehicle is in an emergency braking condition; within a preset time period after preliminarily determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and vehicle driving information other than the current brake pedal state is within a second information threshold range, determine that the vehicle is in an emergency braking condition; wherein the first information threshold range is within the second information threshold range.

[0171] In some embodiments, vehicle driving information other than the brake pedal state includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range.

[0172] The first determining module 902 is further configured to preliminarily determine that the vehicle is in the emergency braking condition if the brake pedal is in the depressed state, the brake pressure information is in the brake pressure threshold range, the vehicle deceleration information is in the vehicle deceleration threshold range, and the vehicle speed information is in the vehicle speed threshold range.

[0173] In some embodiments, the vehicle driving information includes the clutch status, and vehicle driving information other than the clutch status;

[0174] The first determining module 902 is further configured to determine whether the vehicle is in an emergency braking condition based on vehicle driving information other than the clutch state if the clutch state is in a disengaged state; and to determine whether the vehicle is in a non-emergency braking condition if the clutch state is not in the disengaged state.

[0175] In some embodiments, the engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature;

[0176] The first correction module 904 is further configured to determine a second idle speed corresponding to the atmospheric pressure and the coolant temperature according to a first preset mapping table; wherein the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature and idle speed; determine a third idle speed corresponding to the intake air temperature and the coolant temperature according to a second preset mapping table; wherein the second preset mapping table includes the correspondence between intake air temperature, coolant temperature and idle speed; and take the maximum value among the first idle speed, the second idle speed and the third idle speed as the target idle speed.

[0177] In some embodiments, the apparatus further includes:

[0178] The second correction module 905 is used to correct the preset minimum idle speed based on the engine's operating environment information if the vehicle is in a non-emergency braking condition, so as to obtain the target idle speed of the engine under the non-emergency braking condition.

[0179] In some embodiments, the apparatus further includes:

[0180] The second acquisition module 906 is used to acquire the actual idle speed of the engine during the process of controlling the engine to run at the target idle speed when the vehicle is in an emergency braking condition.

[0181] The gradient constraint processing module 907 is used to perform gradient constraint processing on the actual idle speed if the actual idle speed does not match the target idle speed, so that the actual idle speed of the engine gradually changes to the target idle speed.

[0182] Figure 10 This is a schematic diagram of a hardware entity of a vehicle in an embodiment of this disclosure, such as... Figure 10 As shown, the hardware entities of the vehicle 1000 include: a processor 1001, a communication interface 1002, and a memory 1003, wherein: the processor 1001 typically controls the overall operation of the vehicle 1000. The communication interface 1002 enables the vehicle to communicate with other terminals or servers via a network.

[0183] The memory 1003 is configured to store instructions and applications executable by the processor 1001, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) of the processor 1001 and various modules in the vehicle 1000. It can be implemented using flash memory or random access memory (RAM). Data can be transferred between the processor 1001, the communication interface 1002, and the memory 1003 via the bus 1004. The processor 1001 is used to execute some or all of the steps in the above method.

[0184] Correspondingly, embodiments of this disclosure provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements some or all of the steps in the above method.

[0185] It should be noted that the descriptions of the storage medium and device embodiments above are similar to those of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this disclosure, please refer to the descriptions of the method embodiments of this disclosure for understanding.

[0186] It should be understood that the phrase "an embodiment" or "one embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this disclosure. Therefore, "in one embodiment" or "one embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this disclosure, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this disclosure. The sequence numbers of the above-described embodiments are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0187] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0188] In the several embodiments provided in this disclosure, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0189] The units described above as separate components may or may not be physically separate. The components shown as units 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 units may be selected to achieve the purpose of this embodiment according to actual needs.

[0190] In addition, each functional unit in the various embodiments of this disclosure can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0191] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0192] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this disclosure, or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this disclosure. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0193] The above description is merely an embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle operation, characterized in that, The method includes: Obtain vehicle operation information; wherein the vehicle operation information includes vehicle driving information and engine operating environment information; Based on the vehicle driving information, determine whether the vehicle is in an emergency braking condition; If the vehicle is in the emergency braking condition, the first idle speed of the vehicle's engine is determined based on the vehicle's driving information; Based on the engine's operating environment information, the first idle speed is corrected to obtain the engine's target idle speed under the emergency braking condition. The vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status; the vehicle driving information other than the brake pedal status includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range; determining whether the vehicle is in an emergency braking condition based on the vehicle driving information includes: If the brake pedal is in a depressed state, and the vehicle driving information other than the brake pedal state meets the first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition. Within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and the vehicle driving information other than the current brake pedal state meets the second information threshold interval, the vehicle is determined to be in an emergency braking condition; wherein, the first information threshold interval is located within the second information threshold interval.

2. The method according to claim 1, characterized in that, If the brake pedal is in a depressed state, and vehicle driving information other than that state is within a first information threshold range, it is preliminarily determined that the vehicle is in an emergency braking condition, including: If the brake pedal is in the depressed state, and the brake pressure information is within the brake pressure threshold range, the vehicle deceleration information is within the vehicle deceleration threshold range, and the vehicle speed information is within the vehicle speed threshold range, it is preliminarily determined that the vehicle is in the emergency braking condition.

3. The method according to claim 1, characterized in that, The vehicle driving information also includes the clutch status, as well as other vehicle driving information besides the clutch status. The step of determining whether the vehicle is in an emergency braking condition based on the vehicle driving information further includes: If the clutch is in a disengaged state, determine whether the vehicle is in an emergency braking condition based on vehicle driving information other than the clutch state. If the clutch is not in the disengaged state, the vehicle is determined to be in a non-emergency braking condition.

4. The method according to claim 1, characterized in that, The engine's operating environment information includes: atmospheric pressure, intake air temperature, and coolant temperature; The step of correcting the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition includes: According to a first preset mapping table, a second idle speed corresponding to the atmospheric pressure and the coolant temperature is determined; wherein, the first preset mapping table includes the correspondence between atmospheric pressure, coolant temperature and idle speed; According to the second preset mapping table, the third idle speed corresponding to the intake air temperature and the coolant temperature is determined; wherein, the second preset mapping table includes the correspondence between intake air temperature, coolant temperature and idle speed; The maximum value among the first idle speed, the second idle speed, and the third idle speed is taken as the target idle speed.

5. The method according to claim 1, characterized in that, The method further includes: If the vehicle is in a non-emergency braking condition, the preset minimum idle speed is corrected based on the engine's operating environment information to obtain the engine's target idle speed under the non-emergency braking condition.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: During the process of controlling the engine to operate at the target idle speed when the vehicle is in an emergency braking condition, the actual idle speed of the engine is obtained. If the actual idle speed does not match the target idle speed, a gradient constraint is applied to the actual idle speed so that the actual idle speed of the engine gradually changes to the target idle speed.

7. A control device for vehicle operation, characterized in that, The device includes: The first acquisition module is used to acquire vehicle operation information; wherein, the vehicle operation information includes vehicle driving information and engine operating environment information; the vehicle driving information includes: brake pedal status, and vehicle driving information other than the brake pedal status; the vehicle driving information other than the brake pedal status includes: brake pressure information, vehicle deceleration information, and vehicle speed information; the first information threshold range includes: brake pressure threshold range, vehicle deceleration threshold range, and vehicle speed threshold range; A first determining module is configured to: if the brake pedal is in a depressed state and vehicle driving information other than the brake pedal state satisfies a first information threshold interval, initially determine that the vehicle is in an emergency braking condition; within a preset time period after initially determining that the vehicle is in an emergency braking condition, if the brake pedal is in a depressed state and vehicle driving information other than the current brake pedal state satisfies a second information threshold interval, determine that the vehicle is in an emergency braking condition; wherein the first information threshold interval is located within the second information threshold interval; The second determining module is used to determine the first idle speed of the vehicle's engine based on the vehicle's driving information if the vehicle is in the emergency braking condition. The first correction module is used to correct the first idle speed based on the engine's operating environment information to obtain the target idle speed of the engine under the emergency braking condition.

8. A vehicle, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 6.

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