A pre-aiming driver control system for automobiles

Abstract

This invention discloses a vehicle pre-aiming driver control system, comprising: a pre-aiming input module, used to calculate the pre-aiming time, pre-aiming speed, and pre-aiming gradient of the vehicle from the pre-aiming point based on the vehicle's current speed, and then outputting the results to a pre-aiming torque calculation module; a pre-aiming torque calculation module, connected to the pre-aiming input module, used to calculate the vehicle's total torque requirement, and then sending the results to an accelerator pedal signal module and a brake pedal signal module; an accelerator pedal signal module, used to obtain the corresponding accelerator pedal signal and output it to the accelerator pedal on the vehicle; and a brake pedal signal module, used to obtain the corresponding brake pedal signal and output it to the brake pedal on the vehicle. This invention is scientifically designed and can predict the vehicle's total torque requirement when it reaches the pre-aiming point based on the vehicle's current driving state, thereby obtaining corresponding acceleration and braking signals, thus safely and reliably adjusting the vehicle's actual driving path.

Description

Technical Field

[0001] This invention relates to the field of automotive driving technology, and in particular to a pre-aiming driver control system for automobiles. Background Technology

[0002] A driver model is a mathematical model that describes the characteristics of a driver's maneuvering behavior. It can describe the driving behavior of a real driver under various driving conditions.

[0003] A car's movement is limited by three factors: the driver's commands, the car's own response, and the road's influence on the driver. A driver's safety depends not only on the car's performance and quality but also on the driver's operational behavior. The process of driving a car is an interaction between the car, the driver, and the road traffic environment.

[0004] Therefore, whether it is optimizing the design of the car's performance and quality, studying the closed-loop system composed of "human-vehicle-road", or ensuring the safety of the car and the reliability of other systems, it is currently necessary to build a scientific and accurate driver model.

[0005] However, there is currently no technology that can build a scientifically accurate driver model to safely and reliably adjust the vehicle's actual driving path in real time during the vehicle's operation. Summary of the Invention

[0006] The purpose of this invention is to address the technical deficiencies of existing technologies by providing a vehicle-mounted driver control system with a forward-looking design.

[0007] Therefore, the present invention provides a driver control system for automobiles with anti-aiming input, characterized in that it includes an anti-aiming input module, an anti-aiming torque calculation module, an accelerator pedal signal module, and a brake pedal signal module, wherein:

[0008] The aiming input module is used to calculate the aiming time, aiming speed, and aiming gradient of the vehicle from the aiming point based on the current vehicle speed input from the outside, and then output them to the aiming torque calculation module.

[0009] The anti-aiming torque calculation module is connected to the anti-aiming input module. It is used to calculate the vehicle's total required torque based on the anti-aiming time, anti-aiming speed and anti-aiming slope sent by the anti-aiming input module and the vehicle's current speed input externally. Then, it is sent to the accelerator pedal signal module and the brake pedal signal module.

[0010] The accelerator pedal signal module is connected to the pre-aiming torque calculation module. It is used to obtain the corresponding accelerator pedal signal and output it to the accelerator pedal on the vehicle based on the vehicle's total required torque sent by the pre-aiming torque calculation module and the vehicle's current speed input from the outside.

[0011] The brake pedal signal module is connected to the pre-aiming torque calculation module. It is used to obtain the corresponding brake pedal signal and output it to the brake pedal on the vehicle based on the vehicle's overall required torque sent by the pre-aiming torque calculation module and the vehicle's current speed input from the outside.

[0012] As can be seen from the technical solution provided by the present invention above, compared with the prior art, the present invention provides a vehicle pre-aiming driver control system. Its design is scientific and can effectively predict the vehicle's total torque demand when the vehicle reaches the pre-aiming point based on the vehicle's current driving state, thereby obtaining the corresponding acceleration and braking signals. That is, it can construct a scientific and accurate driver pre-aiming model, thereby safely and reliably adjusting the actual driving path of the vehicle during driving, which has significant practical significance. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of a car anti-aiming driver control system provided by the present invention;

[0014] Figure 2 This is a schematic diagram of a pre-aiming input module in a vehicle pre-aiming driver control system provided by the present invention;

[0015] Figure 3 This is an overall schematic diagram of the pre-aiming torque calculation module in a car pre-aiming driver control system provided by the present invention;

[0016] Figure 4 This is a schematic diagram illustrating the calculation principle of the rolling resistance torque calculation module in a vehicle anti-sighting driver control system provided by the present invention.

[0017] Figure 5 This is a schematic diagram illustrating the calculation principle of the air resistance torque calculation module in a vehicle pre-aiming driver control system provided by the present invention.

[0018] Figure 6 This is a schematic diagram illustrating the calculation principle of the ramp resistance torque calculation module in a vehicle pre-aiming driver control system provided by the present invention.

[0019] Figure 7 This is a schematic diagram illustrating the calculation principle of the acceleration resistance torque calculation module in a vehicle anti-aiming driver control system provided by the present invention.

[0020] Figure 8 This is a schematic diagram illustrating the working principle of the accelerator pedal signal module in a pre-aiming driver control system for automobiles provided by the present invention.

[0021] Figure 9 This is a schematic diagram illustrating the working principle of the brake pedal signal module in a pre-aiming driver control system for automobiles provided by the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0023] See Figures 1 to 9 This invention provides a vehicle anti-aiming driver control system for controlling the vehicle's current driving state by constructing a driver anti-aiming model. Specifically, it includes an anti-aiming input module, an anti-aiming torque calculation module, an accelerator pedal signal module, and a brake pedal signal module, wherein:

[0024] The aiming input module is used to calculate the aiming time t, aiming speed v, and aiming slope θ of the vehicle from the aiming point based on the vehicle's current speed v0 input from the outside, and then output them to the aiming torque calculation module.

[0025] It should be noted that the preview time t is the time required for the vehicle to reach the preview point from its current position, and its main function is to calculate the acceleration resistance torque of the vehicle to the preview point; the preview speed v is the vehicle speed during the process of the vehicle reaching the preview point from its current position, and its main function is to calculate the rolling resistance torque, air resistance torque, and acceleration resistance torque of the vehicle to the preview point; the preview slope θ is the slope of the road during the process of the vehicle reaching the preview point from its current position, and its main function is to calculate the rolling resistance torque and slope resistance torque of the vehicle to the preview point.

[0026] The anti-aiming torque calculation module, connected to the anti-aiming input module, is used to calculate the vehicle's required torque T based on the anti-aiming time t, anti-aiming speed v, and anti-aiming slope θ sent by the anti-aiming input module, as well as the vehicle's current speed v0 input externally. Req Then it is sent to the accelerator pedal signal module and the brake pedal signal module;

[0027] It should be noted that the vehicle's total torque requirement T Req It is the torque required by the vehicle to travel from its current position to the target point, mainly reflecting the vehicle's power demand.

[0028] The accelerator pedal signal module, connected to the pre-aiming torque calculation module, is used to calculate the vehicle's overall torque requirement T from the pre-aiming torque calculation module. ReqAnd based on the vehicle's current speed v0 input from the outside, obtain the corresponding accelerator pedal signal A and output it to the accelerator pedal (i.e., the gas pedal) on the vehicle.

[0029] It should be noted that the accelerator pedal signal A is the acceleration signal input to the accelerator pedal by the vehicle's electronic control unit (ECU) when there is an acceleration demand during vehicle operation, and it mainly reflects the vehicle's acceleration demand.

[0030] It should also be noted that the accelerator pedal (i.e., the gas pedal) specifically executes the accelerator pedal signal A, which controls the power output of the car engine;

[0031] The brake pedal signal module, connected to the pre-aiming torque calculation module, is used to calculate the vehicle's overall required torque T from the pre-aiming torque calculation module. Req And based on the vehicle's current speed v0 input from the outside, obtain the corresponding brake pedal signal B and output it to the brake pedal (i.e., brake pedal) on the vehicle.

[0032] It should be noted that brake pedal signal B is a braking deceleration signal input to the brake pedal by the vehicle's electronic control unit (ECU) when there is a need for braking and deceleration during vehicle operation. It mainly reflects the vehicle's braking needs.

[0033] It should be noted that the brake pedal (i.e., the brake pedal) is used to execute the brake pedal signal B, which limits the power output of the car and controls the deceleration and stopping of the car.

[0034] It should be noted that, in this invention, the accelerator pedal signal module and the brake pedal signal module output accelerator pedal signals to the accelerator pedal (i.e., the gas pedal) and brake pedal signals to the brake pedal (i.e., the brake pedal) on the vehicle, respectively, thereby enabling real-time control of the vehicle's driving state and adjustment of the vehicle's actual driving path.

[0035] In this invention, specifically, the aiming input module, the aiming torque calculation module, the accelerator pedal signal module, and the brake pedal signal module are respectively connected to the vehicle's electronic control unit (ECU).

[0036] The vehicle's electronic control unit (ECU) is used to input the vehicle's current speed v0 to the anti-vehicle input module, anti-vehicle torque calculation module, accelerator pedal signal module, and brake pedal signal module, respectively.

[0037] In this invention, specifically, the pre-aiming input module includes a pre-aiming time acquisition module, a pre-aiming vehicle speed acquisition module, and a pre-aiming slope acquisition module;

[0038] The aiming time acquisition module is used to determine the current working state of the vehicle based on the current vehicle speed v0, which is either driving or stopped. Then, the minimum value among the multiple aiming times input by the driver for the current working state is taken as the aiming time t of the vehicle from the aiming point in the current state, and then sent to the aiming speed acquisition module.

[0039] It should be noted that for the pre-aiming time acquisition module, when the vehicle's current speed v0 is greater than zero, it is determined that the vehicle is in a driving state, and then the minimum value among the multiple pre-aiming times manually input by the driver for the driving state (i.e., multiple pre-aiming times input by the driver for this working state) is selected as the pre-aiming time t for the vehicle's distance to the pre-aiming point in the driving state; when the vehicle's current speed v0 is equal to zero, it is determined that the vehicle is in a stationary state, and then the minimum value among the multiple pre-aiming times manually input by the driver for the stationary state (i.e., multiple pre-aiming times input by the driver for this working state) is selected as the pre-aiming time t for the vehicle's distance to the pre-aiming point in the stationary state.

[0040] Among them, the driving state preview time is the preview time manually entered by the driver in advance for the driving state when the vehicle is in a driving state; the parking state preview time is the preview time manually entered by the driver in advance for the parking state when the vehicle is in a parking state.

[0041] The reason for choosing the minimum of multiple driving state preview times and multiple parking state preview times as the preview time t of the vehicle's distance from the preview point in the driving state or parking state (i.e., the current state) is that during the driver's preview process, both driving state preview times and multiple parking state preview times are manually input by the driver beforehand. In the driver preview model established by the system of this invention, the vehicle is constantly moving from one preview point to the next, thus enabling continuous and smooth driving. Therefore, to ensure the continuity and smoothness of vehicle movement and reduce the system's reaction time, it is necessary to select the smaller value among multiple driving state preview times and multiple parking state preview times as the preview time t of the vehicle's distance from the preview point in the driving state or parking state (i.e., the current state).

[0042] The aiming speed acquisition module is connected to the aiming time acquisition module and is used to query the pre-established aiming speed v of the vehicle at the current aiming time t from the pre-established aiming speed table according to the aiming time t sent by the aiming time acquisition module.

[0043] It should be noted that the pre-aiming speed table mainly contains the correspondence between pre-aiming time t and pre-aiming speed v (specifically, a one-to-one correspondence). By looking up this table, the pre-aiming speed v of the vehicle at different pre-aiming times t can be obtained. For example, when the pre-aiming time is 0.3s, the pre-aiming speed is 4.7m / s. This table is mainly based on data obtained in advance through experiments, such as by conducting preliminary road driving experiments on other vehicles of the same model as the vehicle to be controlled by the system of this invention.

[0044] The pre-aiming slope acquisition module is connected to the pre-aiming time acquisition module and is used to query the pre-established pre-aiming slope θ of the vehicle distance from the pre-aiming point at the current pre-aiming time t based on the pre-aiming time t sent by the pre-aiming time acquisition module.

[0045] It should be noted that the pre-aiming slope table mainly contains the correspondence between pre-aiming time t and pre-aiming slope θ (specifically, a one-to-one correspondence). By looking up this table, the pre-aiming slope θ of the vehicle's distance from the pre-aiming point can be obtained at different pre-aiming times t. For example, when the pre-aiming time is 0.15s, the pre-aiming slope is 0°. This table is mainly based on the corresponding data obtained in advance through experiments, such as by conducting preliminary road driving experiments on other vehicles of the same model as the vehicle to be controlled by the system of this invention.

[0046] In this invention, it should be noted that, in order to calculate the vehicle's total required torque T... Req The input signals for the anti-aiming torque calculation module are the current vehicle speed v0, the anti-aiming time t between the vehicle and the anti-aiming point, the anti-aiming vehicle speed v, and the anti-aiming slope θ. The output signal is the vehicle's total required torque T. Req Among them, the pre-targeted torque T preview The calculation mainly includes four parts, namely the rolling resistance torque T. Roll Calculation of air drag torque T Air Calculation of slope resistance torque T Grade Calculate and accelerate the drag torque T Acc The torque calibration coefficient f is calculated further using the aiming time t. T Thus, the required torque T of the entire vehicle is obtained. Req .

[0047] In terms of specific implementation, the pre-aiming torque calculation module includes a rolling resistance torque calculation module, an air resistance torque calculation module, a slope resistance torque calculation module, and an acceleration resistance torque calculation module, as well as a whole vehicle demand torque calculation module.

[0048] The rolling resistance torque calculation module is used to calculate the rolling resistance torque T according to a preset formula. Roll See also Figure 4 As shown;

[0049] Preferably, the rolling resistance torque T Roll The calculation formula is as follows:

[0050] T Roll =MgfcosθR, formula (1);

[0051] In the formula, T Roll Where M is the rolling resistance torque, g is the vehicle mass, f is the gravitational acceleration, θ is the pre-aiming slope, and R is the wheel radius.

[0052] Preferably, the rolling resistance coefficient f is calculated as follows:

[0053] f = min(f0, 20vf0) + vf1 + v 2 f2+v 3 f3, formula (2);

[0054] In the formula, f0 is the 0th order rolling resistance coefficient, f1 is the 1st order rolling resistance coefficient, f2 is the 2nd order rolling resistance coefficient, and f3 is the 3rd order rolling resistance coefficient; v is the aiming speed (i.e., the aiming speed v of the vehicle at the current aiming time t).

[0055] It should be noted that the rolling resistance coefficient f is the rolling resistance coefficient of the rolling resistance experienced by the vehicle during driving, calculated by formula (2). f0 is the 0th order rolling resistance coefficient of the rolling resistance experienced by the vehicle during driving, obtained through experiments and input from the outside. f1 is the 1st order rolling resistance coefficient of the rolling resistance experienced by the vehicle during driving, obtained through experiments and input from the outside. f2 is the 2nd order rolling resistance coefficient of the rolling resistance experienced by the vehicle during driving, obtained through experiments and input from the outside. f3 is the 3rd order rolling resistance coefficient of the rolling resistance experienced by the vehicle during driving, obtained through experiments and input from the outside. v is the aiming speed (i.e., the aiming speed v of the vehicle at the current aiming time t from the aiming point), input by the aiming input module.

[0056] The air drag torque calculation module is used to calculate the air drag torque T according to a preset formula. Air ;like Figure 5 As shown;

[0057] Preferably, the air drag torque T Air The calculation formula is as follows:

[0058]

[0059] In the formula, T Air For air drag torque, C Dρ is the air resistance coefficient, A is the frontal area, v is the target speed (i.e., the target speed v of the vehicle at the target point at the current target time t), and R is the wheel radius.

[0060] It should be noted that the air drag torque T Air It is the drag torque caused by air resistance encountered by the vehicle during driving, calculated by formula (3). C D ρ is the drag coefficient, which is the air resistance experienced by the vehicle during driving. It is obtained experimentally and input from the outside. ρ is the density of the air surrounding the vehicle during driving. It is obtained by measurement and input from the outside. A is the contact area between the air resistance experienced by the vehicle and the vehicle during driving. It is obtained by measurement and input from the outside. v is the pre-aiming speed (i.e., the pre-aiming speed v of the vehicle at the current pre-aiming time t, which is input from the pre-aiming input module). R is the wheel radius, which is obtained in advance by measurement and input from the outside.

[0061] The slope resistance moment calculation module is used to calculate the slope resistance moment T according to a preset formula. Grade See also Figure 6 As shown;

[0062] Preferably, the slope resistance torque T Grade The calculation formula is as follows:

[0063] T Grade =MgsinθR, formula (4);

[0064] In the formula, T Grade Let M be the slope resistance torque, g be the vehicle mass, θ be the gravitational acceleration, and R be the wheel radius.

[0065] It should be noted that the slope resistance moment T Grade It is the drag torque caused by the slope resistance encountered by the vehicle when it encounters a sloped road during driving, calculated by formula (4). M is the mass of the vehicle, obtained by measurement and input from the outside. g is the gravitational acceleration of the Earth in the current region, taken as 9.8 m / s². 2 θ is the pre-aiming slope, which is input from the pre-aiming input module.

[0066] The acceleration resistance torque calculation module is used to calculate the acceleration resistance torque T according to a preset formula. ACC ;like Figure 7 As shown;

[0067] Preferably, the acceleration resistance torque T ACC The calculation formula is as follows:

[0068] T ACC =T ACC1 +T ACC2, formula (5);

[0069] In the formula, T ACC The acceleration resistance torque is the resistance torque caused by the acceleration resistance generated by the vehicle's acceleration.

[0070] T ACC1 The acceleration resistance torque generated when the vehicle accelerates from a standstill to the target speed v is the resistance torque caused by the acceleration resistance generated when the vehicle accelerates from a standstill to the target speed v.

[0071] T ACC2 The acceleration resistance torque generated when the vehicle accelerates from the current speed to the target speed v is the resistance torque caused by the acceleration resistance generated when the vehicle accelerates from the current speed to the target speed v.

[0072] It should be noted that the calculation of the acceleration drag torque is divided into two parts: the acceleration drag torque T generated when the vehicle reaches the target speed from a standstill. ACC1 And the acceleration drag torque T generated by accelerating from the current vehicle speed to the target vehicle speed v ACC2 .

[0073] Preferably, the acceleration drag torque T generated when the vehicle reaches the target speed from a standstill is... ACC1 The calculation formula is as follows:

[0074] T ACC1 =MaR, formula (6);

[0075] In the formula, T ACC1 The acceleration drag torque generated when the vehicle reaches the target speed v from a standstill;

[0076] M is the total vehicle mass, a is the acceleration from rest to the target vehicle speed v, and the vehicle acceleration is obtained by differentiating from the target vehicle speed v. R is the wheel radius;

[0077] Preferably, the acceleration resistance torque T generated when accelerating from the current vehicle speed to the target vehicle speed v ACC2 The calculation formula is as follows:

[0078]

[0079] T ACC2 The acceleration resistance torque generated when accelerating from the current vehicle speed to the target vehicle speed v;

[0080] M represents the vehicle mass, v represents the preview speed (input from the preview input module), v0 represents the initial vehicle velocity (i.e., the current vehicle speed) (obtained through measurement), t represents the preview time (input from the preview input module), and R represents the wheel radius.

[0081] The vehicle demand torque calculation module is connected to the rolling resistance torque calculation module, the air resistance torque calculation module, the gradient resistance torque calculation module, and the acceleration resistance torque calculation module, respectively, and is used to calculate the vehicle demand torque T according to a preset formula. Req See also Figure 3 As shown;

[0082] Vehicle torque requirement T Req The calculation formula is as follows:

[0083] T Req =∑T preview f T , formula (8);

[0084] In the formula, T Req This represents the torque required by the entire vehicle. (T) preview To anticipate the required torque, i.e., to use the driver's anticipation of the torque required by the model vehicle. T This is the torque calibration coefficient, which is the torque T required for aiming forward using the driver's aiming model. preview Calibration is performed to obtain the required torque T of the entire vehicle. Req .

[0085] Preferably, in specific implementation, the target torque T is anticipated. preview The calculation formula is as follows:

[0086] T preview =T Roll +T Air +T Grade +T ACC , formula (9);

[0087] In the formula, T preview To anticipate the required torque, T Roll T is the rolling resistance torque. Air T is the air drag torque. Grade T is the slope resistance torque. ACC To accelerate the resistance torque.

[0088] Preferably, in specific implementation, the torque calibration coefficient f T The calculation formula is as follows:

[0089]

[0090]

[0091]

[0092] In the formula, f T Here, t is the torque calibration coefficient, and t is the aiming time.

[0093] f previewThe aiming time coefficient refers to the torque calibration weighting index u and torque calibration coefficient f in the driver aiming model. T The calculated aiming time coefficient is obtained experimentally and input. u is the torque calibration weighting index, used to calculate the torque calibration coefficient f. T The aiming time coefficient f preview Calculated.

[0094] In this invention, the accelerator pedal signal module is used to retrieve the maximum torque T at the wheel at the current vehicle speed v0 from a pre-established vehicle speed-wheel maximum torque table. max Then, the required torque T of the current vehicle is calculated. Req The accelerator pedal travel distance z is determined, and then, based on this travel distance z, the accelerator pedal signal A is retrieved from a pre-established accelerator pedal travel-acceleration demand signal table. (See also...) Figure 8 As shown.

[0095] It should be noted that the vehicle speed-maximum wheel torque table mainly contains the correspondence between vehicle speed and maximum wheel torque (specifically, a one-to-one correspondence). By consulting this table, the maximum torque that the wheel can provide at different vehicle speeds can be obtained. For example, when the vehicle speed is 21.6 km / h, the maximum wheel torque is 3330.8 Nm. This table is mainly based on data obtained in advance through experiments, such as preliminary road driving experiments on other vehicles of the same model as the vehicle to be controlled by the system of this invention.

[0096] It should be noted that the accelerator pedal travel-acceleration demand signal table mainly contains the correspondence between accelerator pedal travel and acceleration demand signal (specifically, a one-to-one correspondence). By looking up this table, the acceleration demand signal under different accelerator pedal travels can be obtained. For example, when the accelerator pedal travel is 10%, the acceleration demand signal is 0.1. This table is mainly based on data obtained in advance through experiments, such as through preliminary road driving experiments on other vehicles of the same model as the vehicle to be controlled by the system of this invention.

[0097] Preferably, the formula for calculating the stroke z is as follows:

[0098]

[0099] In the formula, z is the accelerator pedal travel, and T is the accelerator pedal travel. Req For the required torque of the whole vehicle, T max This represents the maximum torque at the wheel.

[0100] In this invention, the brake pedal signal module is used to determine whether the vehicle is currently stopped based on its current speed v0, then obtain the brake pedal travel, and finally, based on the brake pedal travel, query a pre-established brake pedal travel-brake demand signal table to obtain brake pedal signal B. See also... Figure 9 As shown.

[0101] It should be noted that the brake pedal travel-brake demand signal table mainly contains the correspondence between brake pedal travel and brake demand signal (specifically, a one-to-one correspondence). By looking up this table, the brake demand signal under different brake pedal travels can be obtained. For example, when the brake pedal travel is 20%, the brake demand signal is 0.2. This table is mainly based on data obtained in advance through experiments, such as preliminary road driving experiments on other vehicles of the same model as the vehicle to be controlled by the system of this invention.

[0102] Preferably, the brake pedal signal module is used to determine whether the vehicle is currently stopped based on the vehicle's current speed v0, and then obtain the brake pedal travel, specifically including the following operations:

[0103] Based on the vehicle's current speed v0, determine whether the vehicle is currently stationary.

[0104] If the vehicle's current speed v0 is zero, it is determined that the vehicle is in a stopped state, and the brake pedal travel is set to a preset value (e.g., 1 mm).

[0105] If the vehicle's current speed v0 is greater than zero, it is determined that the vehicle is in motion. Then, based on the vehicle's total torque demand T... Req The brake pedal opening is obtained by querying the pre-established brake torque-brake pedal opening table.

[0106] It should be noted that the braking torque-brake pedal opening table mainly contains the correspondence between braking torque and brake pedal opening (specifically, a one-to-one correspondence). By referring to this table, the brake pedal opening under different braking torques can be obtained. For example, when the braking torque is 200 N·m, the brake pedal opening is 5%. This table is mainly based on the corresponding data obtained in advance through experiments, for example, by conducting preliminary road driving experiments on other cars of the same model as the car to be controlled by the system of this invention.

[0107] It should be noted that, based on the technical solution of the present invention, a vehicle pre-aiming driver model has been designed and formed, which can effectively predict the total torque required by the vehicle when it reaches the pre-aiming point according to the current driving state of the vehicle, and then obtain the corresponding acceleration signal and braking signal, thereby realizing the adjustment of the vehicle driving path.

[0108] Based on the above technical solutions, the system of the present invention can calculate the rolling resistance torque, air resistance torque, slope resistance torque, and acceleration resistance torque that the vehicle needs to overcome to travel from its current position to the target point. This allows the system to obtain the target torque required for the vehicle to travel from its current position to the target point. Furthermore, the system calculates the vehicle's overall torque requirement through a torque calibration weighting coefficient, thereby obtaining the corresponding acceleration or braking signal (i.e., accelerator pedal signal or brake pedal signal), thus achieving the adjustment of the vehicle's actual driving path.

[0109] Compared with the prior art, the vehicle pre-aiming driver control system provided by the present invention has the following beneficial effects:

[0110] 1. The vehicle pre-aiming driver control system of the present invention comprehensively considers the influence of vehicle system dynamics and vehicle driving state, establishes a relatively accurate driver model, and realizes real-time adjustment of vehicle driving path.

[0111] 2. This invention fully considers the influence of the vehicle's own motion state and the surrounding environment, and adds a torque calibration coefficient to the calculated pre-aiming torque, so as to calculate the vehicle's actual required torque more accurately.

[0112] 3. Through extensive prior experiments, this invention has obtained relatively accurate vehicle driving data and established accurate pre-aiming speedometers, pre-aiming gradient meters, accelerator pedal travel-acceleration demand signal tables, and brake pedal travel-braking demand signal tables.

[0113] 4. The driver model established by the vehicle pre-aiming driver control system of the present invention has high simulation accuracy and accurate results. It can reflect the vehicle's movement state at the pre-aiming point in real time, has high practical value, and has broad application prospects.

[0114] In summary, compared with the prior art, the vehicle pre-aiming driver control system provided by this invention is scientifically designed and can effectively predict the vehicle's total torque demand when it reaches the pre-aiming point based on the vehicle's current driving state, thereby obtaining corresponding acceleration and braking signals. In other words, it can construct a scientific and accurate driver pre-aiming model, thus safely and reliably adjusting the actual driving path of the vehicle during driving, which has significant practical significance.

[0115] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle pre-aiming type driver control system, characterized in that, It includes a pre-aiming input module, a pre-aiming torque calculation module, an accelerator pedal signal module, and a brake pedal signal module, wherein: The aiming input module is used to input the vehicle's current speed from an external source. Calculate the aiming time of the vehicle at the aiming point. Predicted vehicle speed Pre-aiming slope Then the result is output to the pre-aiming torque calculation module; The aiming torque calculation module, connected to the aiming input module, is used to calculate the aiming time sent by the aiming input module. Predicted vehicle speed and pre-aiming slope And the vehicle's current speed input from the outside. Calculate the vehicle's total torque requirement. Then it is sent to the accelerator pedal signal module and the brake pedal signal module; The accelerator pedal signal module, connected to the pre-aiming torque calculation module, is used to calculate the vehicle's overall torque requirement from the pre-aiming torque calculation module. And based on the vehicle's current speed input from the outside. It obtains the corresponding accelerator pedal signal A and outputs it to the accelerator pedal on the vehicle. The brake pedal signal module, connected to the pre-aiming torque calculation module, is used to calculate the vehicle's overall torque requirement from the pre-aiming torque calculation module. And based on the vehicle's current speed input from the outside. , obtain the corresponding brake pedal signal B and output it to the brake pedal on the vehicle; The aiming input module includes an aiming time acquisition module, an aiming speed acquisition module, and an aiming slope acquisition module; The aiming time acquisition module is used to determine the vehicle's current speed. The system determines the vehicle's current operating state, which is either in a driving state or a stopped state. Then, it uses the minimum value among multiple aiming times input by the driver for that operating state as the aiming time of the vehicle from the aiming point in the current state. Then it is sent to the target vehicle speed acquisition module; The pre-aiming speed acquisition module is connected to the pre-aiming time acquisition module and is used to obtain the pre-aiming time from the pre-aiming time acquisition module. The current aiming time is obtained by querying the pre-established aiming speed table. Pre-aiming speed of the vehicle at the distance from the pre-aiming point ; The speedometer includes the aiming time. and the predicted vehicle speed The correspondence between them; The pre-aiming slope acquisition module, connected to the pre-aiming time acquisition module, is used to obtain the pre-aiming time from the pre-aiming time acquisition module. The current aiming time is obtained by querying the pre-established aiming slope table. Pre-aiming slope of the vehicle from the pre-aiming point ; The pre-aiming slope table includes the pre-aiming time. and pre-aiming slope The correspondence between them.

2. The vehicle pre-aiming driver control system as described in claim 1, characterized in that, The anti-aiming input module, anti-aiming torque calculation module, accelerator pedal signal module, and brake pedal signal module are all connected to the vehicle's electronic control unit (ECU). The vehicle's electronic control unit (ECU) is used to input the vehicle's current speed to the anti-vehicle input module, anti-vehicle torque calculation module, accelerator pedal signal module, and brake pedal signal module, respectively. .

3. The vehicle pre-aiming driver control system as described in claim 1, characterized in that, The pre-aiming torque calculation module includes a rolling resistance torque calculation module, an air resistance torque calculation module, a gradient resistance torque calculation module, and an acceleration resistance torque calculation module, as well as a whole vehicle demand torque calculation module; The rolling resistance torque calculation module is used to calculate the rolling resistance torque according to a preset formula. ; The air drag torque calculation module is used to calculate the air drag torque according to a preset formula. ; The slope resistance moment calculation module is used to calculate the slope resistance moment according to a preset formula. ; The acceleration drag torque calculation module is used to calculate the acceleration drag torque according to a preset formula. ; The vehicle demand torque calculation module is connected to the rolling resistance torque calculation module, air resistance torque calculation module, gradient resistance torque calculation module, and acceleration resistance torque calculation module, respectively, and is used to calculate the vehicle demand torque according to preset formulas. .

4. The vehicle pre-aiming driver control system as described in claim 3, characterized in that, Rolling resistance torque The calculation formula is as follows: Formula (1); In the formula, For rolling resistance torque, For the overall vehicle quality, It is the acceleration due to gravity. The rolling resistance coefficient, To anticipate the slope, The radius of the wheel; Rolling resistance coefficient The calculation method is as follows: Formula (2); In the formula, The zeroth order rolling resistance coefficient, The first-order rolling resistance coefficient, It is the second-order rolling resistance coefficient. It is the third-order rolling resistance coefficient; To anticipate vehicle speed; And / or, air drag torque The calculation formula is as follows: Formula (3); In the formula, For air drag torque, The air drag coefficient, air density, For windward area, To anticipate vehicle speed, The radius of the wheel; And / or, slope resistance torque The calculation formula is as follows: , formula (4); In the formula, For slope resistance torque, For the overall vehicle quality, It is the acceleration due to gravity. To anticipate the slope, The radius of the wheel; And / or, acceleration resistance torque The calculation formula is as follows: , formula (5); In the formula, To accelerate the drag torque; To reach the target speed from a standstill The resulting acceleration drag torque; To accelerate from the current speed to the target speed The resulting acceleration drag torque.

5. The vehicle pre-aiming driver control system as described in claim 4, characterized in that, The acceleration drag torque generated when the vehicle reaches the target speed from a standstill The calculation formula is as follows: Formula (6); In the formula, To reach the target speed from a standstill The resulting acceleration drag torque; For the overall vehicle quality, To reach the target speed from a standstill acceleration, The radius of the wheel; Accelerate from current speed to target speed The resulting acceleration drag torque The calculation formula is as follows: , formula (7); To accelerate from the current speed to the target speed The resulting acceleration drag torque; For the overall vehicle quality, To anticipate vehicle speed, Let the initial velocity of the vehicle be _____. For the aiming time, The radius is the wheel radius.

6. The vehicle pre-aiming driver control system as described in claim 3, characterized in that, Vehicle torque requirements The calculation formula is as follows: , formula (8); In the formula, For the required torque of the whole vehicle, To anticipate the required torque, This is the torque calibration coefficient; Predicted torque demand The calculation formula is as follows: Formula (9); In the formula, To anticipate the required torque, For rolling resistance torque, For air drag torque, For slope resistance torque, To accelerate the drag torque; Among them, torque calibration coefficient The calculation formula is as follows: , formula (10); , formula (11); , formula (12); In the formula, For torque calibration coefficient, For the aiming time, For aiming time coefficient, The torque calibration weighting index.

7. The vehicle pre-aiming driver control system as described in claim 1, characterized in that, Accelerator pedal signal module, used to determine the vehicle's current speed. From a pre-established table of vehicle speed and maximum wheel torque, retrieve the maximum torque at the wheel at this speed. Then, the required torque for the current vehicle is calculated. accelerator pedal travel Then, based on the itinerary From the pre-established accelerator pedal travel-acceleration demand signal table, obtain the accelerator pedal signal A; Among them, the vehicle speed-maximum wheel torque table contains the correspondence between vehicle speed and maximum wheel torque; The accelerator pedal travel-acceleration demand signal table contains the correspondence between accelerator pedal travel and acceleration demand signals. Among them, the itinerary The calculation formula is as follows: , formula (13); In the formula, To accelerate the pedal travel, For the required torque of the whole vehicle, This represents the maximum torque at the wheel.

8. The vehicle pre-aiming driver control system as described in any one of claims 1 to 7, characterized in that, Brake pedal signal module, used to detect the vehicle's current speed. Determine whether the vehicle is currently stopped, then obtain the brake pedal travel, and then, based on the brake pedal travel, query the pre-established brake pedal travel-brake demand signal table to obtain brake pedal signal B. The brake pedal travel-brake demand signal table contains the correspondence between brake pedal travel and brake demand signals.

9. The vehicle pre-aiming driver control system as described in claim 8, characterized in that, Brake pedal signal module, used to detect the vehicle's current speed. The system determines whether the vehicle is currently stationary and then obtains the brake pedal travel, specifically including the following operations: Based on the vehicle's current speed To determine whether the vehicle is currently parked; If the vehicle's current speed If the value is zero, it indicates that the vehicle is in a stopped state, and the brake pedal travel is set to the preset value at this time. If the vehicle's current speed If the value is greater than zero, the vehicle is determined to be in motion, and the torque required by the vehicle is then calculated based on the overall vehicle torque demand. The brake pedal opening is obtained by querying the pre-established brake torque-brake pedal opening table. The braking torque-brake pedal opening table contains the correspondence between braking torque and brake pedal opening.

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