Predictive vehicle speed control method, device, equipment and storage medium for cruise control

Abstract

The present application provides a predictive vehicle speed control method, device, equipment, and storage medium for cruise control, relating to the field of vehicle electronic control technology. The method is applied to heavy-duty vehicles and includes: outputting first indication information, the first indication information being used to instruct the heavy-duty vehicle to enter a hill-climbing state; controlling the heavy-duty vehicle to enter the hill-climbing state and adjusting the cruise set speed from the set first speed to a second speed, wherein the second speed is greater than the first speed; outputting second indication information, the second indication information being used to instruct the heavy-duty vehicle to exit the hill-climbing state; controlling the heavy-duty vehicle to exit the hill-climbing state and adjusting the cruise set speed from the second speed to the first speed. The method of the present application determines whether the driving speed will deviate from the cruise set speed based on the maximum slope of the uphill section and the force balance slope of the cruise control, and adjusts the cruise set speed accordingly, reducing the deviation of the driving speed and enhancing the reliability of the cruise control.

Description

Technical Field

[0001] The present application relates to the field of vehicle electronic control, and in particular to a predictive vehicle speed control method, device, equipment and storage medium for cruise control. Background Art

[0002] Cruise control uses electronic control technology to automatically maintain a constant vehicle speed. Its primary function is to lock the vehicle's speed according to the driver's needs, automatically maintaining a fixed speed without the need to press the accelerator pedal. When traveling on highways, cruise control can reduce driver fatigue and save fuel by reducing unnecessary speed changes.

[0003] Existing cruise control methods often ignore the impact of road resistance caused by road gradient on vehicle acceleration. When the maximum uphill slope exceeds the cruise control force balance gradient, the vehicle's speed will deviate from the set cruise speed, reducing cruise control reliability. The cruise control force balance gradient refers to the slope at which the vehicle's maximum traction in the current gear balances the driving resistance. This deviation in speed is particularly severe for heavy vehicles, which are heavier and likely carry a heavy load. Summary of the Invention

[0004] The present application provides a predictive vehicle speed control method, apparatus, device, and storage medium for cruise control, which are used to address the problem that when the maximum actual slope of an uphill section is greater than the force balance slope of the cruise control, the driving speed of a heavy vehicle will deviate from the cruise control set speed, thereby reducing the reliability of the cruise control.

[0005] In a first aspect, the present application provides a predictive vehicle speed control method for cruise control, which is applied to heavy-duty vehicles and includes:

[0006] Outputting first instruction information, where the first instruction information is used to instruct the heavy-duty vehicle to enter a slope-rushing state;

[0007] Controlling the heavy vehicle to enter a slope-rushing state and adjusting the cruise setting speed from a set first speed to a second speed, wherein the second speed is greater than the first speed;

[0008] Outputting second instruction information, the second instruction information is used to instruct the heavy-duty vehicle to exit the slope-rushing state;

[0009] The heavy vehicle is controlled to exit the slope rushing state and the cruise setting speed is adjusted from the second speed to the first speed.

[0010] In one possible design, outputting the first indication information includes:

[0011] collecting first driving information at a first moment, where the first driving information is used to indicate driving parameters of the heavy-duty vehicle at the first moment and road parameters of a road section ahead;

[0012] determining a force balance slope according to the first driving information, where the force balance slope indicates a slope corresponding to a balance between the maximum traction force and the driving resistance of the heavy-duty vehicle in the current gear;

[0013] When the first driving information and the force balance slope meet a preset condition, the first indication information is output.

[0014] In one possible design, the first driving information includes: real-time speed, cruise set speed, vehicle mass, a first road section slope corresponding to the current road section and a total remaining length of the first road section, and a second road section maximum slope and a total length of the second road section corresponding to the second road section, where the second road section is a section following the first road section;

[0015] When the first driving information and the force balance slope meet a preset condition, outputting first indication information includes:

[0016] When the real-time speed is not less than the first speed and less than the second speed, the mass of the vehicle is greater than the preset mass, the slope of the first section is not greater than zero degrees, the total remaining length of the first section is less than the first preset length, the maximum slope of the second section is greater than the force balance slope, and the total length of the second section is greater than the second preset length, the first indication information is output.

[0017] In a possible design, the second road section includes multiple unit road sections, and the first driving information further includes: a unit road section slope corresponding to each unit road section; outputting the second indication information includes:

[0018] Determining, based on the first driving information, a target unit road section slope corresponding to a unit road section not currently entered;

[0019] When the target unit road section slope is not greater than the force balance slope, the second indication information is output.

[0020] In a possible design, after controlling the heavy vehicle to exit the slope-rushing state, the method further includes:

[0021] When the real-time speed is less than the third speed, the cruise set speed is adjusted from the first speed to the third speed, wherein the third speed is less than the first speed.

[0022] In one possible design, before adjusting the cruise set speed from the set first speed to the set second speed, the method further includes:

[0023] Determine a second speed according to the first speed and the preset speed, the second speed being the sum of the first speed and the preset speed;

[0024] Before adjusting the cruise set speed from the first speed to the third speed, the method further includes:

[0025] A third speed is determined according to the first speed and the preset speed, where the third speed is a difference between the first speed and the preset speed.

[0026] In one possible design, before outputting the first indication information, the method further includes:

[0027] collecting second driving information at a second moment and third driving information at a third moment;

[0028] If the vehicle mass does not change between the second moment and the third moment, and the real-time speed at the second moment is the same as the real-time speed at the third moment, the vehicle mass is determined according to the second driving information and the third driving information.

[0029] In a second aspect, the present application provides a predictive vehicle speed control device for cruise control, comprising:

[0030] A first output module is used to output first instruction information, where the first instruction information is used to instruct the heavy-duty vehicle to enter a slope-rushing state;

[0031] The first control module is used to control the heavy-duty vehicle to enter a slope-rushing state and adjust the cruise setting speed from a set first speed to a second speed, wherein the second speed is greater than the first speed;

[0032] The second output module is used to output second instruction information, where the second instruction information is used to instruct the heavy-duty vehicle to exit the slope-rushing state;

[0033] The second control module is used to control the heavy-duty vehicle to exit the slope rushing state and adjust the cruise setting speed from the second speed to the first speed.

[0034] In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0035] Memory stores computer-executable instructions;

[0036] The processor executes the computer-executable instructions stored in the memory to implement a predictive vehicle speed control method for cruise control.

[0037] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement a predictive vehicle speed control method for cruise control.

[0038] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement a predictive vehicle speed control method for cruise control.

[0039] The present application provides a predictive vehicle speed control method, device, equipment, and storage medium for cruise control. The method determines whether the driving speed will deviate from the cruise set speed based on the maximum slope of an uphill section and the force balance slope of the cruise control, and adjusts the cruise set speed accordingly, achieving the following technical effects: increasing the cruise set speed, utilizing the inertia of heavy vehicles, reducing driving speed deviation, and enhancing the reliability of cruise control; controlling the heavy vehicle on an uphill section to simulate the driver's hill-climbing action, reducing kinetic energy loss when climbing in cruise mode, and improving driving comfort and economy; and reducing the number of downshifts on uphill sections, improving timeliness while reducing fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 A schematic diagram of the system architecture of the predictive vehicle speed control method for cruise control provided in an embodiment of the present application;

[0042] Figure 2 This is a framework diagram of an application scenario of the predictive vehicle speed control method for cruise control provided in an embodiment of the present application;

[0043] Figure 3 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 1 ;

[0044] Figure 4 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 2 ;

[0045] Figure 5 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 3 ;

[0046] Figure 6 A schematic diagram of the structure of a predictive vehicle speed control device for cruise control provided in an embodiment of the present application;

[0047] Figure 7 A schematic diagram of the structure of the electronic device hardware provided in an embodiment of the present application.

[0048] Reference numerals:

[0049] 10-Heavy-duty vehicle; 11-Predictive vehicle speed control module; 12-Domain controller; 13-Automatic transmission control unit; 14-Electronic control unit; 15-Electronic map module;

[0050] 20-predictive vehicle speed control device; 21-first output module; 22-first control module; 23-second output module; 24-second control module;

[0051] 30-Electronic device; 31-Processor; 32-Memory; 33-Communication component; 34-Bus. DETAILED DESCRIPTION

[0052] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0053] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. For example, the first chip and the second chip are merely used to distinguish between different chips and do not limit their order of precedence. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity or execution order, and words such as "first" and "second" do not necessarily mean different. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described in this application as "exemplary" or "for example" should not be construed as being preferred or advantageous over other embodiments or design schemes. Specifically, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete way. In the embodiments of the present application, "at least one" means one or more, and "more" means two or more.

[0054] It should be noted that the phrase "at..." in the embodiments of the present application can refer to the instant a certain event occurs or a period of time after the event occurs, and the embodiments of the present application do not specifically limit this. Furthermore, the predictive cruise control method provided in the embodiments of the present application is merely an example, and the predictive cruise control method may include more or less content.

[0055] To facilitate a clear description of the technical solutions of the embodiments of the present application, some of the terms and technologies involved in the embodiments of the present application are briefly introduced below:

[0056] Expressways are roads designed for high-speed motorway travel. According to the main technical specifications for highways at all levels in China, the maximum longitudinal slope for expressways in plain and slightly hilly areas is 3%, while the maximum longitudinal slope for expressways in mountainous and hilly areas is 5%.

[0057] Driving resistance: The driving resistance of heavy vehicles includes slope resistance, rolling resistance, air resistance and acceleration resistance.

[0058] Cruise set speed: refers to the speed set for heavy-duty vehicles when cruising.

[0059] Slope state: refers to the heavy vehicle traveling at a speed higher than the cruise set speed to reduce the speed deviation on the uphill section.

[0060] When a heavy-duty vehicle is cruising at a constant speed, in order to maintain the set cruising speed, the heavy-duty vehicle will output different traction forces on different road sections. On uphill sections, the change in road slope causes the heavy-duty vehicle's driving resistance to change.

[0061] Some cruise control methods often ignore the impact of changes in road slope on driving resistance, which in turn affects the output of heavy-duty vehicles' traction. This causes the speed of heavy-duty vehicles on uphill sections to deviate from the cruise set speed, increasing the kinetic energy loss of climbing in the cruise state and reducing the comfort and economy of heavy-duty vehicles. Other cruise control methods use map information to control the gear shifting of heavy-duty vehicles in advance, but the algorithm is complex, reduces timeliness, and increases fuel consumption.

[0062] Based on this, embodiments of the present application provide a predictive cruise control method, apparatus, device, and storage medium, which can be used in the field of vehicle electronic control technology and aim to address the aforementioned technical issues in the prior art. In this embodiment, based on the maximum slope of an uphill section and the force balance slope of the cruise control, the driving speed is determined to determine whether it will deviate from the set cruise speed, and the cruise control speed is adjusted accordingly, thereby reducing driving speed deviation and enhancing the reliability of the cruise control.

[0063] Figure 1 This is a schematic diagram of the system architecture of the predictive vehicle speed control method for cruise control provided in an embodiment of the present application. It should be noted that: Figure 1 What is shown is merely an example of a system architecture to which the embodiments of the present application can be applied, to help those skilled in the art understand the technical content of the present application, but does not mean that the embodiments of the present application cannot be used in other devices, systems, environments or scenarios.

[0064] like Figure 1As shown, the system architecture in which this method is implemented is a heavy-duty vehicle 10, which includes a predictive vehicle speed control module 11, a domain controller 12 (DCU), a transmission control unit 13 (TCU), an electronic control unit 14 (ECU), and an electronic map module 15. Predictive vehicle speed control module 11 is mounted on domain controller 12. Domain controller 12, transmission control unit 13, electronic control unit 14, and electronic map module 15 are all deployed on heavy-duty vehicle 10. Each of the transmission control unit 13, electronic control unit 14, and electronic map module 15 is connected to domain controller 12 via communication lines. The communication lines include various types of wiring harnesses for data exchange, such as a controller area network (CAN).

[0065] In the embodiment of the present application, the heavy-duty vehicle 10 may be any M-class or N-class vehicle with a maximum gross mass greater than 3.5 tons, including but not limited to a heavy-duty tractor and a heavy-duty trailer. The heavy-duty vehicle 10 is equipped with a cruise control system and can travel at a set cruise speed on highways.

[0066] The automatic transmission control unit 13 can be a continuously variable transmission controller, consisting of a central processing unit (CPU), a signal processing circuit, and a power drive module, and is used for various types of continuously variable transmissions (CVTs). The automatic transmission control unit 13 sends gear information to the predictive vehicle speed control module 11. The gear information indicates the current gear of the heavy-duty vehicle, which includes forward gear, reverse gear, neutral gear, and parking brake gear.

[0067] The electronic control unit 14 can be a microcomputer controller composed of modules such as a CPU, memory (ROM / RAM), input / output interfaces (I / O), an analog-to-digital converter (A / D), and various integrated circuits, and is used in various types of heavy-duty vehicles. The electronic control unit 14 sends cruise status information, real-time speed, and cruise set speed to the predictive vehicle speed control module 11. The cruise status information indicates whether the heavy-duty vehicle has cruise control enabled, the real-time speed indicates the heavy-duty vehicle's real-time driving speed, and the cruise set speed indicates the heavy-duty vehicle's cruise control set speed.

[0068] The electronic map module 15 can be any navigation system, consisting of an electronic map database and an information transmission module, and is suitable for various types of heavy-duty vehicles. The electronic map data of the electronic map module 15 can come from various types of Global Navigation Satellite Systems (GNSS), which is not limited in this embodiment. The electronic map module 15 transmits the segment parameters of the road ahead to the predictive vehicle speed control module 11. The segment parameters include the slope and length of each segment. Uphill sections are divided into multiple unit sections based on the length or slope of the section, which is not limited in this embodiment. Accordingly, the segment parameters also include the slope of each unit section.

[0069] The predictive speed control module 11 can be a variety of processors, including but not limited to a CPU, a digital signal processor (DSP), and an application-specific integrated circuit (ASIC). The predictive speed control module 11 obtains gear information from the automatic transmission control unit 13, cruise status information, real-time speed, and cruise set speed from the electronic control unit 14, and road segment parameters from the electronic map module 15. Based on these driving and road segment parameters, the module determines the vehicle mass and outputs indication information, which is used to control the heavy vehicle's entry or exit into a hill-climbing state.

[0070] The domain controller 12 is a processor hardware platform. Many functions with similar functions but separated from each other are integrated on the domain controller 12 . The data processing function of the predictive vehicle speed control module 11 is also integrated on the domain controller 12 .

[0071] Figure 2 This is a framework diagram of an application scenario of the predictive vehicle speed control method for cruise control provided in an embodiment of the present application.

[0072] like Figure 2 As shown, when a heavy-duty vehicle (such as heavy-duty vehicle 10) drives from a first horizontal road section to a second uphill road section, a processor (such as a predictive vehicle speed control module 11) mounted on a processor hardware platform (such as a domain controller 12) obtains first driving information at a first moment, that is, based on the gear information sent by a continuously variable transmission controller (such as an automatic transmission control unit 13), obtains the cruise state information and the real-time speed V sent by a microcomputer controller (such as an electronic control unit 14). tr and cruise set speed V cr , and obtain the road section parameters sent by the navigation system (such as the electronic map module 15) to determine the force balance slope.

[0073] The second road section includes i unit road sections, and the road section parameters include the unit road section slope α corresponding to each unit road section 2i The slope of the second unit section α 22 is the slope α of the i-th unit road section 2i The largest of the two, the maximum slope of the second section α2 is the slope of the second unit section α 22 Therefore, the segment parameters include: the first segment slope α1, the first segment total remaining length L1, the second segment total length L2, the second segment maximum slope α2 and the i unit segment slopes α 2i .

[0074] When the predictive vehicle speed control module determines that the current gear of the heavy-duty vehicle is the forward gear according to the gear information and determines that the heavy-duty vehicle starts cruise control according to the cruise state information, the force balance slope α is determined according to the first driving information. ba Then, according to the first driving information and the force balance slope α ba Output the first instruction information to control the heavy-duty vehicle to enter the slope-rushing state; or output the second instruction information to control the heavy-duty vehicle to exit the slope-rushing state.

[0075] The following specific embodiments are used to describe in detail the technical solution of the present application and how the technical solution of the present application solves the above technical problems. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0076] Figure 3 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 1 .like Figure 3 As shown, the method includes:

[0077] S101, outputting first instruction information;

[0078] Specifically, when the predictive vehicle speed control module determines that the current gear of the heavy-duty vehicle is the forward gear based on the gear information, and determines that the heavy-duty vehicle has started cruise control based on the cruise status information, the first indication information is output based on the maximum slope of the uphill section to be entered and the force balance slope of the cruise control to control the heavy-duty vehicle to enter the slope rushing state.

[0079] S102, controlling the heavy vehicle to enter a slope-rushing state, and adjusting the cruise speed from a set first speed to a second speed;

[0080] Specifically, when the cruise control speed is set to the first speed, driving uphill at the first speed may cause the vehicle's speed to deviate from the cruising speed setting due to traction being less than the driving resistance on the uphill section. This can lead to a loss of kinetic energy as the heavy-duty vehicle climbs the slope. To maintain the heavy-duty vehicle's cruising speed, traction must be increased, either by increasing engine power or by downshifting the transmission and increasing the transmission ratio. The former may be impossible due to the engine's maximum power output, while the latter may result in reduced efficiency and increased fuel consumption due to frequent gear shifting.

[0081] Therefore, the heavy vehicle is controlled to enter the hill-rushing state, and the driver's hill-rushing action is simulated on the uphill section. That is, the cruise setting speed is adjusted from the set first speed to the second speed, and the driving inertia of the heavy vehicle is utilized to reduce the deviation of the driving speed and enhance the reliability of the cruise control.

[0082] S103, outputting second instruction information;

[0083] Specifically, the second instruction information is output based on the maximum slope of the remaining uphill section and the force balance slope of the cruise control to control the heavy-duty vehicle to exit the uphill state.

[0084] S104, controlling the heavy vehicle to exit the slope rushing state and adjusting the cruise setting speed from the second speed to the first speed;

[0085] Specifically, when the cruise speed is adjusted to the second speed, driving at the second speed on the remaining uphill section may cause the driving speed to deviate from the endurance speed due to the traction being greater than the driving resistance on the uphill section. Therefore, the heavy-duty vehicle is controlled to exit the uphill state and the cruise speed is adjusted from the second speed to the first speed.

[0086] This embodiment provides a predictive vehicle speed control method for cruise control. This method determines whether the driving speed will deviate from the set cruise speed based on the maximum gradient of an uphill road section and the force balance gradient of the cruise control, and adjusts the set cruise speed accordingly. This method achieves the following technical effects: the set cruise speed is increased, utilizing the inertia of heavy vehicles to reduce driving speed deviations and enhance cruise control reliability; the method controls the heavy vehicle to simulate the driver's hill-climbing maneuvers on undulating roads, thereby reducing kinetic energy loss while climbing in cruise mode and improving driving comfort and economy; and the method reduces the number of downshifts on uphill sections, thereby improving timeliness and reducing fuel consumption.

[0087] Figure 4 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 2 .like Figure 4 As shown, this embodiment Figure 3Based on the embodiment, a predictive vehicle speed control method for cruise control is described in detail. The embodiment provides a predictive vehicle speed control method for cruise control, including:

[0088] S201, collecting first driving information at a first moment;

[0089] Specifically, at a first moment, a heavy-duty vehicle is about to drive from a first road section to a second road section, where the first road section is a horizontal section or a downhill section, and the second road section is an uphill section including multiple unit sections. The first driving information is used to indicate the driving parameters of the heavy-duty vehicle at the first moment and the section parameters of the road section ahead.

[0090] The first driving information includes: real-time speed V tr , Cruise set speed V cr , vehicle mass m, total remaining length of the first section L1, slope of the first section α1, total length of the second section L2, maximum slope of the second section α2, and slopes of i unit sections α 2i Among them, the vehicle mass m is obtained on the previous section, and the maximum slope of the second section α2 is the slope of the second unit section α 22 .

[0091] S202, determining a force balance slope according to the first driving information;

[0092] Specifically, the force balance slope α ba Used to indicate the slope corresponding to the balance between the maximum traction and the driving resistance of a heavy vehicle in the current gear. ba It is calculated using the formula for traction and the formula for driving resistance.

[0093] Traction force F T The formula is:

[0094]

[0095] Where T is the engine torque, T fric is the engine friction torque, i g is the current gear ratio, i0 is the rear axle speed ratio, η is the transmission efficiency, and r is the tire radius. fric 、i g , i0, η and r are known values, and F can be calculated based on these parameters. T When the engine torque T is the maximum engine torque T max When the traction force F T is the maximum traction force F Tmax .

[0096] Driving resistance F N The formula is:

[0097]

[0098] Where g is the acceleration due to gravity, μ is the rolling resistance coefficient, and C D is the drag coefficient, A is the heavy-duty vehicle's frontal area, and p is the compensation coefficient. The gravitational acceleration g is obtained using the heavy-duty vehicle's onboard acceleration sensor. The heavy-duty vehicle's frontal area A is a known value, and the compensation coefficient p is derived from previous vehicle coasting tests.

[0099] Since the maximum longitudinal slope of the highway is 5%, which is equivalent to a maximum slope of 2.86°, in this case α≈cosα. Therefore, the driving resistance F N The formula is:

[0100]

[0101] When the maximum traction force F Tmax Equal to the driving resistance F N When the road section slope is the force balance slope α ba .

[0102] Rolling resistance coefficient μ and drag coefficient C D It is a time-varying parameter that changes with the changes in vehicle mass m, tire conditions, road conditions, and weather conditions. To identify these two time-varying parameters, it is necessary to calculate the driving resistance F. N The formula of is decoupled and the parameter estimation by the least squares method is obtained:

[0103] f(x)=ax+b

[0104] Among them, a is used to represent the drag coefficient C D , using b to represent the rolling resistance coefficient μ, calculate the force balance slope α under the current gear ba ,

[0105]

[0106] S203, determining a second speed according to the first speed and the preset speed, where the second speed is the sum of the first speed and the preset speed;

[0107] Specifically, after the heavy-duty vehicle enters the cruise control, the cruise setting speed is set to the first speed; before controlling the heavy-duty vehicle to enter the slope rushing state, the sum of the first speed and the preset speed is calculated to obtain the second speed, and the heavy-duty vehicle is controlled to rush the slope at the second speed.

[0108] S204: Outputting first indication information when the real-time speed is not less than the first speed and less than the second speed, the vehicle mass is greater than a preset mass, the slope of the first road section is not greater than zero degrees, the total remaining length of the first road section is less than a first preset length, the maximum slope of the second road section is greater than the force balance slope, and the total length of the second road section is greater than a second preset length;

[0109] Specifically, when the first driving information and the force balance slope meet the preset conditions, the first indication information is output, and the first indication information is used to instruct the heavy-duty vehicle to enter the slope-rushing state.

[0110] The preset conditions are:

[0111] The real-time speed is not less than the first speed and is less than the second speed; because the cruise setting speed is set to the first speed, the heavy-duty vehicle cruises at the first speed on the current road section; when the real-time speed is less than the first speed, it means that the maximum traction is less than the driving resistance, and the heavy-duty vehicle cannot cruise at the first speed, let alone the second speed.

[0112] The total vehicle mass is greater than the preset mass; because the driving resistance is linearly related to the total vehicle mass, when the total vehicle mass is less than the preset mass, the maximum traction will always be greater than the driving resistance; when the total vehicle mass is not greater than the preset mass, heavy-duty vehicles can always cruise at the first speed on uphill sections.

[0113] The slope of the first road section is not greater than zero degrees; this is because heavy vehicles will always perform predictive speed control in advance before entering the uphill section.

[0114] The total remaining length of the first road section is less than the first preset length; because a certain road section needs to be reserved for acceleration to control the heavy-duty vehicle to accelerate from the first speed to the second speed; when the total remaining length of the first road section is not less than the first preset length, the heavy-duty vehicle will not be able to complete acceleration before entering the uphill section.

[0115] The maximum slope of the second section is greater than the force balance slope; because when the maximum slope of the second section is greater than the force balance slope, the heavy-duty vehicle continues to cruise at the first speed, which will cause the driving speed to deviate from the cruise set speed.

[0116] The total length of the second road section is greater than the second preset length; because the driving speed will be affected only when the total length of the second road section is greater than the second preset length; when the total length of the second road section is not greater than the second preset length, even if the driving speed deviates, it can be restored in a short time.

[0117] S205, controlling the heavy vehicle to enter a slope-rushing state, and adjusting the cruise speed from the set first speed to the second speed;

[0118] Step S205 is similar to step S102 and will not be described in detail in this embodiment.

[0119] S206. Determine, based on the first driving information, the target unit road section slope corresponding to the unit road section not currently entered;

[0120] Specifically, after the heavy-duty vehicle enters an uphill section, the electronic map module determines the vehicle's current position, and determines the unit sections that have not been entered, as well as the target unit section slope corresponding to each unit section that has not been entered.

[0121] S207: When the target unit road section slope is not greater than the force balance slope, output second indication information;

[0122] Specifically, when the slope of each target unit road section is not greater than the force balance slope, the second instruction information is output, and the second instruction information is used to instruct the heavy-duty vehicle to exit the slope rushing state.

[0123] S208, controlling the heavy vehicle to exit the slope rushing state, and adjusting the cruise setting speed from the second speed to the first speed;

[0124] Step S208 is similar to step S104 and will not be described in detail in this embodiment.

[0125] S209, determining a third speed according to the first speed and the preset speed, where the third speed is the difference between the first speed and the preset speed;

[0126] Specifically, when the heavy vehicle travels at a speed lower than a third speed, the cruise control speed is adjusted. The third speed is obtained by calculating the difference between the first speed and a preset speed.

[0127] S210, when the real-time speed is less than the third speed, adjusting the cruise set speed from the first speed to the third speed;

[0128] Specifically, after exiting the slope-charging state, if the monitored driving speed is less than the third speed, this indicates that the maximum slope of the second road section is too steep and / or the unit section length corresponding to the maximum slope of the second road section is too long. Even increasing engine output power cannot resolve the speed deviation. Therefore, the cruise control speed is adjusted from the first speed to the third speed.

[0129] In one possible design, the gross vehicle mass is determined before the heavy vehicle enters the first road section.

[0130] Figure 5 Schematic diagram of the process of predictive vehicle speed control method for cruise control provided in the embodiment of the present application Figure 3 .like Figure 5 As shown, this embodiment Figure 4 Prior to the embodiment, the form information at two moments was obtained to determine the vehicle mass of the heavy vehicle. Accordingly, the method further includes:

[0131] S301, collecting second driving information at a second moment and third driving information at a third moment;

[0132] Specifically, driving parameters at two moments are obtained. These two moments are before the first moment. At these two moments, the heavy-duty vehicle may or may not start cruise control.

[0133] S302: If the vehicle mass does not change between the second moment and the third moment, and the real-time speed at the second moment is the same as the real-time speed at the third moment, determine the vehicle mass according to the second driving information and the third driving information.

[0134] Specifically, the mass of the heavy-duty vehicle does not change between the second moment and the third moment, that is, the heavy-duty vehicle does not load or unload cargo during this period. Whether the heavy-duty vehicle is loading or unloading cargo can be determined by whether it is parked for a long time, or by other methods, which is not limited in this embodiment.

[0135] When the driving speed at the second moment is the same as the driving speed at the third moment, the vehicle mass is determined based on the collected second driving information and the third driving information.

[0136] The second driving information includes: the acceleration a2 at the second moment and the traction force F at the second moment T2 , and the slope α2 of the road section at the second moment corresponding to the road section where the heavy vehicle is located at the second moment;

[0137] The third driving information includes: the acceleration a3 at the third moment and the traction force F at the third moment T3 , and the road section slope α3 at the third moment corresponding to the road section where the heavy vehicle is located at the third moment.

[0138] Driving resistance F N The formula of is decoupled, and the formula for the vehicle mass m is obtained as follows:

[0139]

[0140] Among them, F N2 is the driving resistance at the second moment, F N3 is the driving resistance at the third moment, g is the acceleration due to gravity. N2 According to Newton's second law, the acceleration a2 at the second moment and the traction force F at the second moment can be T2 Determine; the third moment driving resistance F N3 According to Newton's second law, the acceleration a3 at the third moment and the traction force F at the third moment can be T3 gravitational acceleration g, the second moment acceleration a2 and the third moment acceleration a3 can be determined by the acceleration sensor.

[0141] This embodiment provides a predictive vehicle speed control method for cruise control. It determines whether the driving speed will deviate from the cruise set speed based on the maximum slope of the uphill section and the force balance slope of the cruise control, and adjusts the cruise set speed accordingly, achieving the following technical effects: increasing the cruise set speed, utilizing the inertia of the heavy vehicle, reducing the deviation of the driving speed, and enhancing the reliability of cruise control; controlling the heavy vehicle to simulate the driver's hill-climbing action on the undulating road section, reducing the kinetic energy loss when climbing the slope in the cruise state, and improving driving comfort and economy; reducing the number of downshifts on the uphill section, improving timeliness and reducing fuel consumption. Fuel consumption; when the first driving information and the force balance slope meet the preset conditions, the first indication information is output to adjust the cruise setting speed from the set first speed to the second speed, which solves the problem of how to control the heavy-duty vehicle to enter the slope rushing state; when the slope of the target unit section is not greater than the force balance slope, the second indication information is output to adjust the cruise setting speed from the second speed to the first speed, which solves the problem of how to control the heavy-duty vehicle to exit the slope rushing state; when the real-time speed is less than the third speed, the cruise setting speed is adjusted from the first speed to the third speed, which solves the problem that the heavy-duty vehicle's driving speed deviates too much from the cruise setting speed.

[0142] In an embodiment of the present invention, the electronic device or main control device can be divided into functional modules according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present invention is schematic and is only a logical functional division. In actual implementation, there may be other division methods.

[0143] Figure 6 This is a schematic diagram of the structure of the predictive vehicle speed control device for cruise control provided in an embodiment of the present application. Figure 6 As shown, a predictive vehicle speed control device 20 provided in an embodiment of the present application includes: a first output module 21, a first control module 22, a second output module 23 and a second control module 24;

[0144] The first output module 21 is used to output first instruction information, where the first instruction information is used to instruct the heavy-duty vehicle to enter a slope-rushing state;

[0145] The first control module 22 is used to control the heavy-duty vehicle to enter a slope-rushing state and adjust the cruise setting speed from a set first speed to a second speed, wherein the second speed is greater than the first speed;

[0146] The second output module 23 is used to output second instruction information, and the second instruction information is used to instruct the heavy-duty vehicle to exit the slope-rushing state;

[0147] The second control module 24 is used to control the heavy-duty vehicle to exit the slope-rushing state and adjust the cruise setting speed from the second speed to the first speed.

[0148] In one possible design, the first output module 21 includes: a first collection module and a first determination module;

[0149] A first collecting module is used to collect first driving information at a first moment, where the first driving information is used to indicate driving parameters of the heavy-duty vehicle at the first moment and road parameters of a road ahead;

[0150] a first determining module, configured to determine a force balance slope according to the first driving information, wherein the force balance slope indicates a slope corresponding to a balance between the maximum traction force and the driving resistance of the heavy-duty vehicle in a current gear;

[0151] The first output module 21 is configured to output first indication information when the first driving information and the force balance slope meet a preset condition.

[0152] In one possible design, the first driving information includes: real-time speed, cruise set speed, vehicle mass, a first road section slope corresponding to the current road section and a total remaining length of the first road section, and a second road section maximum slope and a total length of the second road section corresponding to the second road section, where the second road section is a section following the first road section;

[0153] The first output module 21 is used to output first indication information when the real-time speed is not less than the first speed and less than the second speed, the vehicle mass is greater than the preset mass, the slope of the first section is not greater than zero degrees, the total remaining length of the first section is less than the first preset length, the maximum slope of the second section is greater than the force balance slope, and the total length of the second section is greater than the second preset length.

[0154] In a possible design, the second road section includes a plurality of unit road sections, and the first driving information further includes: a unit road section slope corresponding to each unit road section;

[0155] The second output module 23 is configured to adjust the cruise setting speed from the first speed to the third speed when the real-time speed is less than the third speed, wherein the third speed is less than the first speed.

[0156] In one possible design, the first output module 21 further includes: a third control module;

[0157] The third control module is configured to adjust the cruise set speed from the first speed to the third speed when the real-time speed is less than the third speed, wherein the third speed is less than the first speed.

[0158] In one possible design, the first output module 21 further includes: a second determination module;

[0159] a second determining module, configured to determine a second speed according to the first speed and a preset speed, wherein the second speed is the sum of the first speed and the preset speed;

[0160] The second determining module is further configured to determine a third speed according to the first speed and the preset speed, where the third speed is the difference between the first speed and the preset speed.

[0161] In one possible design, the first output module 21 further includes: a second collection module and a third determination module;

[0162] a second collecting module, configured to collect second driving information at a second moment and third driving information at a third moment;

[0163] The third determination module is used to determine the vehicle mass according to the second driving information and the third driving information if the vehicle mass does not change between the second moment and the third moment, and the real-time speed at the second moment is the same as the real-time speed at the third moment.

[0164] The present embodiment provides a predictive vehicle speed control device for cruise control, which can execute the predictive vehicle speed control method for cruise control of the above embodiment. The implementation principle and technical effects thereof are similar and will not be described in detail in this embodiment.

[0165] In the specific implementation of the aforementioned predictive vehicle speed control method for cruise control, each module can be implemented as a processor, and the processor can execute computer-executable instructions stored in the memory, so that the processor executes the aforementioned predictive vehicle speed control method for cruise control.

[0166] Figure 7 This is a schematic diagram of the structure of the electronic equipment hardware provided in the embodiment of the present application. Figure 7 As shown, the electronic device 30 includes: at least one processor 31 and a memory 32. The electronic device 30 also includes a communication component 33. The processor 31, the memory 32 and the communication component 33 are connected via a bus 34.

[0167] In a specific implementation process, at least one processor 31 executes the computer-executable instructions stored in the memory 32, so that at least one processor 31 executes a predictive vehicle speed control method for cruise control as executed by the electronic device side above.

[0168] The specific implementation process of the processor 31 can be found in the above method embodiment. Its implementation principle and technical effects are similar and will not be repeated here in this embodiment.

[0169] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the present invention may be directly implemented by a hardware processor or implemented by a combination of hardware and software modules in the processor.

[0170] The memory may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0171] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. Buses can be classified into address buses, data buses, and control buses. For ease of illustration, the buses in the drawings of this application are not limited to just one bus or just one type of bus.

[0172] The above-mentioned functions implemented by the electronic device and the main control device have introduced the solutions provided by the embodiments of the present invention. It can be understood that in order to implement the above-mentioned functions, the electronic device or the main control device includes hardware structures and / or software modules corresponding to the execution of each function. In combination with the units and algorithm steps of the various examples described in the embodiments disclosed in the embodiments of the present invention, the embodiments of the present invention can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the technical solution of the embodiments of the present invention.

[0173] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above-mentioned predictive vehicle speed control method for cruise control is implemented.

[0174] The computer-readable storage medium mentioned above can be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk, or optical disk. The computer-readable storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0175] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in an electronic device or a main control device.

[0176] The present application also provides a computer program product, which includes: a computer program, which is stored in a readable storage medium. At least one processor of an electronic device can read the computer program from the readable storage medium, and at least one processor executes the computer program so that the electronic device executes the solution provided by any of the above embodiments.

[0177] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0178] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the scope of protection of the present application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solution of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solution to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A predictive vehicle speed control method for cruise control, characterized in that: The method is applied to heavy-duty vehicles and comprises: Outputting first instruction information, where the first instruction information is used to instruct the heavy-duty vehicle to enter a slope-rushing state; Controlling the heavy-duty vehicle to enter the slope-rushing state, and adjusting the cruise setting speed from a set first speed to a second speed, wherein the second speed is greater than the first speed; Outputting second instruction information, where the second instruction information is used to instruct the heavy-duty vehicle to exit the slope-rushing state; controlling the heavy-duty vehicle to exit the slope-rushing state and adjusting the cruise setting speed from the second speed to the first speed; The outputting the first indication information includes: collecting first driving information at a first moment, where the first driving information is used to indicate driving parameters of the heavy-duty vehicle at the first moment and road parameters of a road ahead; determining a force balance slope according to the first driving information, wherein the force balance slope indicates a slope corresponding to a balance between the maximum traction force and the driving resistance of the heavy-duty vehicle in the current gear; When the first driving information and the force balance slope meet a preset condition, outputting the first indication information; The first driving information includes: real-time speed, the set cruise speed, vehicle mass, a first road section slope corresponding to a current road section and a total remaining length of the first road section, and a second road section maximum slope and a total length of the second road section corresponding to a second road section, where the second road section is a road section following the first road section; When the first driving information and the force balance slope meet a preset condition, outputting the first indication information includes: The first indication information is output when the real-time speed is not less than the first speed and less than the second speed, the vehicle mass is greater than the preset mass, the slope of the first road section is not greater than zero degrees, the total remaining length of the first road section is less than the first preset length, the maximum slope of the second road section is greater than the force balance slope, and the total length of the second road section is greater than the second preset length.

2. The method according to claim 1, characterized in that The second road section includes a plurality of unit road sections, and the first driving information further includes: a unit road section slope corresponding to each unit road section; and the outputting of the second instruction information includes: Determining, based on the first driving information, a target unit road section slope corresponding to a unit road section not currently entered; When the target unit road section slope is not greater than the force balance slope, the second indication information is output.

3. The method according to claim 1 or 2, characterized in that After controlling the heavy-duty vehicle to exit the slope-rushing state, the method further includes: When the real-time speed is less than a third speed, the cruise set speed is adjusted from the first speed to the third speed, wherein the third speed is less than the first speed.

4. The method according to claim 3, characterized in that Before adjusting the cruise set speed from the set first speed to the set second speed, the method further includes: determining the second speed according to the first speed and a preset speed, wherein the second speed is the sum of the first speed and the preset speed; Before adjusting the cruise set speed from the first speed to the third speed, the method further includes: The third speed is determined according to the first speed and the preset speed, and the third speed is the difference between the first speed and the preset speed.

5. The method according to claim 1 or 2, characterized in that Before outputting the first indication information, the method further includes: collecting second driving information at a second moment and third driving information at a third moment; If the vehicle mass does not change between the second moment and the third moment, and the real-time speed at the second moment is the same as the real-time speed at the third moment, the vehicle mass is determined based on the second driving information and the third driving information.

6. A predictive vehicle speed control device for cruise control, characterized in that: include: A first output module is used to output first instruction information, wherein the first instruction information is used to instruct the heavy-duty vehicle to enter a slope-rushing state; a first control module, configured to control the heavy-duty vehicle to enter the slope-rushing state and adjust the cruise setting speed from a set first speed to a second speed, wherein the second speed is greater than the first speed; a second output module, configured to output second instruction information, wherein the second instruction information is used to instruct the heavy-duty vehicle to exit the slope-rushing state; a second control module, configured to control the heavy-duty vehicle to exit the slope-rushing state and adjust the cruise setting speed from the second speed to the first speed; The first output module is further configured to collect first driving information at a first moment, the first driving information being used to indicate driving parameters of the heavy-duty vehicle at the first moment and parameters of a road section ahead; determine a force balance slope based on the first driving information, the force balance slope being used to indicate a slope corresponding to a balance between maximum traction and driving resistance of the heavy-duty vehicle in a current gear; and output the first indication information when the first driving information and the force balance slope meet a preset condition; The first driving information includes: real-time speed, the set cruise speed, vehicle mass, a first road section slope corresponding to a current road section and a total remaining length of the first road section, and a second road section maximum slope and a total length of the second road section corresponding to a second road section, where the second road section is a road section following the first road section; The first output module is further used to output the first indication information when the real-time speed is not less than the first speed and less than the second speed, the vehicle mass is greater than the preset mass, the slope of the first road section is not greater than zero degrees, the total remaining length of the first road section is less than the first preset length, the maximum slope of the second road section is greater than the force balance slope, and the total length of the second road section is greater than the second preset length.

7. An electronic device, characterized in that: include: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the predictive vehicle speed control method for cruise control according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the predictive vehicle speed control method for cruise control according to any one of claims 1 to 5.

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