Vehicle control method and vehicle

Abstract

The present disclosure relates to a vehicle control method and a vehicle, so as to avoid the vehicle from being unable to normally decelerate due to insufficient motor braking force caused by the influence of load mass, and avoid the vehicle from triggering a protection speed during deceleration, thereby ensuring that the vehicle can normally decelerate during deceleration. The method comprises: determining a reference deceleration of the vehicle according to an operating speed, a load mass and a preset maximum reference deceleration of the vehicle; determining a reference operating speed curve of the vehicle from a current position to a parking position according to the operating speed and the reference deceleration; determining a target deceleration of the vehicle based on at least the reference deceleration, the reference operating speed curve and a preset protection speed curve, the preset protection speed curve being used to represent a maximum safety speed of the vehicle; and controlling the operation of the vehicle based on the target deceleration.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and more specifically, to a vehicle control method and a vehicle. Background Technology

[0002] The Automatic Train Operation (ATO) system, under the protection of the Automatic Train Protection (ATP) system, uses ground information to achieve operational control of trains, including traction, braking, and automatic turnaround.

[0003] When a vehicle needs to stop, braking control is typically achieved based on a fixed preset deceleration. However, if the motor experiences insufficient braking force due to the vehicle's load, the vehicle may fail to decelerate properly based on the preset deceleration, leading to the vehicle triggering its braking speed during deceleration and affecting braking control. Summary of the Invention

[0004] The purpose of this disclosure is to provide a vehicle control method and a vehicle to solve the technical problem that insufficient braking force of the motor caused by the load mass of the vehicle results in the vehicle being unable to decelerate normally based on a preset deceleration.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a vehicle control method, the method comprising:

[0006] The reference deceleration of the vehicle is determined based on the vehicle's operating speed, load mass, and preset maximum reference deceleration;

[0007] The reference operating speed curve for the vehicle to reach the parking position from the current position is determined based on the operating speed and the reference deceleration;

[0008] The target deceleration of the vehicle is determined at least based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve, wherein the preset protection speed curve is used to characterize the maximum safe speed of the vehicle.

[0009] The vehicle's operation is controlled based on the target deceleration.

[0010] Optionally, determining the reference deceleration of the vehicle based on its operating speed, load mass, and preset maximum reference deceleration includes:

[0011] The maximum braking deceleration of the vehicle's motor is determined based on the operating speed and the load mass.

[0012] The reference deceleration of the vehicle is determined based on the relationship between the maximum braking deceleration and the preset maximum reference deceleration.

[0013] Optionally, determining the target deceleration of the vehicle based at least on the reference deceleration, the reference operating speed curve, and a preset protection speed curve includes:

[0014] For each moment in the reference operating speed curve, if the reference operating speed is less than the protection speed at the corresponding moment in the preset protection speed curve, then the reference deceleration is determined as the target deceleration of the vehicle.

[0015] Optionally, determining the target deceleration of the vehicle based at least on the reference deceleration, the reference operating speed curve, and a preset protection speed curve includes:

[0016] For any given moment in the reference operating speed curve, determine the relationship between the reference operating speed and the corresponding moment in the preset protection speed curve.

[0017] If the reference operating speed is greater than or equal to the protection speed, the reference deceleration is updated according to a preset unit deceleration.

[0018] The reference operating speed curve is re-determined based on the updated reference deceleration;

[0019] Return to the step of determining the relationship between the reference operating speed at any time in the reference operating speed curve and the protection speed at the corresponding time in the preset protection speed curve, until the reference operating speed at each time in the reference operating speed curve is less than the protection speed at the corresponding time in the preset protection speed curve, and then determine the reference deceleration obtained in the last update as the target deceleration of the vehicle.

[0020] Optionally, determining the maximum braking deceleration of the vehicle's motor based on the operating speed and the load mass includes:

[0021] The maximum braking deceleration is determined based on the operating speed, the load mass, and the relationship between the vehicle's operating speed and the preset switching speed. The preset switching speed represents the speed at which the vehicle's motor switches from the constant torque region to the constant power region.

[0022] Optionally, the maximum braking deceleration is determined based on the operating speed, the load mass, and the relationship between the vehicle's operating speed and the preset switching speed, including:

[0023] When the operating speed is less than or equal to the preset conversion speed, the maximum braking deceleration is determined based on the vehicle's motor output torque, the vehicle's deceleration efficiency, the vehicle's speed ratio, the vehicle's wheel radius, rotational mass coefficient, the vehicle's load mass, unit basic resistance, and gravitational acceleration.

[0024] Optionally, determining the maximum braking deceleration based on the operating speed, the load mass, and the relationship between the vehicle's operating speed and the preset switching speed includes:

[0025] When the operating speed is greater than the preset conversion speed, the maximum braking deceleration is determined based on the vehicle's motor power, the vehicle's deceleration efficiency, the vehicle's wheel speed, rotational mass coefficient, the vehicle's load mass, unit basic resistance, and gravitational acceleration.

[0026] Optionally, determining the target deceleration of the vehicle based at least on the reference deceleration, the reference operating speed curve, and a preset protection speed curve includes:

[0027] The candidate deceleration of the vehicle is determined based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve;

[0028] If the vehicle braking duration corresponding to the candidate deceleration is less than the historical braking duration lower limit of the vehicle, then the historical braking deceleration lower limit corresponding to the historical braking duration lower limit is determined as the target deceleration.

[0029] If the vehicle braking duration is greater than or equal to the lower limit of the historical braking duration, then the candidate deceleration is determined as the target deceleration.

[0030] Optionally, determining the target deceleration of the vehicle based at least on the reference deceleration, the reference operating speed curve, and a preset protection speed curve includes:

[0031] The candidate deceleration of the vehicle is determined based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve;

[0032] If the vehicle braking distance corresponding to the candidate deceleration is less than or greater than the distance from the current position to the parking position, then the historical braking deceleration lower limit of the vehicle is determined as the target deceleration. The historical braking deceleration lower limit is determined based on the historical braking duration lower limit of the vehicle.

[0033] If the vehicle braking distance corresponding to the candidate deceleration is equal to the distance from the current position to the stopping position, then the candidate deceleration is determined as the target deceleration.

[0034] A second aspect of this disclosure also provides a vehicle, comprising:

[0035] A memory on which computer programs are stored;

[0036] A processor for executing the computer program in the memory to implement the steps of the method described in any of the first aspects above.

[0037] The above technical solution can achieve at least the following technical effects:

[0038] First, the reference deceleration of the vehicle is determined based on its operating speed, load mass, and preset maximum reference deceleration. Then, a reference operating speed curve for the vehicle to reach its parking position from its current position is determined based on the operating speed and reference deceleration. Finally, the target deceleration of the vehicle is determined based on at least the reference deceleration, the reference operating speed curve, and a preset protective speed curve. The vehicle's operation is then controlled based on the target deceleration. This method allows for the determination of corresponding reference decelerations under different load masses. The target deceleration is then determined by comparing the reference operating speed curve determined based on the reference deceleration with the preset protective speed curve, and the vehicle's operation is controlled accordingly. This method avoids insufficient motor power due to load mass, preventing the vehicle from decelerating properly, and also avoids triggering the protective speed during deceleration, thus ensuring normal deceleration of the vehicle.

[0039] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0040] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0041] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this disclosure;

[0042] Figure 2 This is a schematic diagram comparing a reference operating curve and a protection speed curve provided in an embodiment of this disclosure;

[0043] Figure 3 This is a schematic diagram illustrating the performance of a motor according to an embodiment of this disclosure;

[0044] Figure 4 This is a schematic diagram illustrating a vehicle braking process according to an embodiment of the present disclosure;

[0045] Figure 5This is a schematic diagram of a vehicle shown in an embodiment of this disclosure. Detailed Implementation

[0046] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0047] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0048] It should be understood that the various steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect. The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions for other terms will be given in the description below.

[0049] Currently, fixed preset decelerations are typically set for different train operating lines. When a train needs to stop at a station, braking control is achieved based on these preset decelerations. However, in practical applications, the load mass of a train changes dynamically during operation. Due to varying load masses, the maximum braking force output by the train's motors also differs. Using the same preset deceleration would result in the train failing to decelerate properly, causing its speed to exceed the protection speed curve set for that line, thus affecting braking control. Furthermore, because the braking time is short, using the same preset deceleration provides insufficient braking time for adjustment, preventing the train from achieving a precise stop.

[0050] In view of this, the present disclosure provides a vehicle control method and a vehicle to solve the above problems.

[0051] It should be noted that the vehicle control method provided in this disclosure can be applied to rail trains such as bullet trains, high-speed trains, subways, and light rail. This disclosure adjusts the target deceleration of the vehicle during the deceleration process based on the vehicle's load mass and protected speed curve, ensuring that the vehicle can decelerate normally and achieve precise stopping.

[0052] The following provides a detailed description of the embodiments of the technical solution disclosed herein.

[0053] This disclosure provides a vehicle control method, referring to... Figure 1 The method includes:

[0054] S101. Determine the reference deceleration of the vehicle based on the vehicle's operating speed, load mass, and preset maximum reference deceleration.

[0055] S102. Determine the reference operating speed curve for the vehicle to reach the parking position from the current position based on the operating speed and the reference deceleration.

[0056] S103. Determine the target deceleration of the vehicle based at least on the reference deceleration, the reference operating speed curve, and the preset protection speed curve.

[0057] The preset protection speed curve characterizes the maximum safe speed of the vehicle, and the protection speed is calculated in real time by the Automatic Train Protection (ATP) system based on track conditions. (Refer to...) Figure 2 The Automatic Train Protection (ATP) system outputs a protective speed lower than the track speed limit, while the Automatic Train Operation (ATO) system outputs a commanded speed to control train operation. Generally, there is a certain difference between the actual operating speed of the train based on the commanded speed and the commanded speed. However, both the commanded speed and the actual operating speed must be lower than the protective speed to ensure safe train operation. If the commanded speed or the actual operating speed is greater than or equal to the protective speed, the train's protective mechanisms will be triggered, such as triggering an alarm or controlling emergency braking, thereby preventing a safety accident.

[0058] S104. Control vehicle operation based on target deceleration.

[0059] Using the above method, a corresponding reference deceleration can be determined under different vehicle load conditions. Then, by comparing the reference operating speed curve determined based on the reference deceleration with a preset protective speed curve, the target deceleration is determined, and the vehicle's operation is controlled accordingly. This method avoids insufficient motor power due to load influence, preventing the vehicle from failing to decelerate properly, and also avoids triggering the protective speed during deceleration, thus ensuring normal deceleration of the vehicle.

[0060] To enable those skilled in the art to better understand the vehicle control method provided in this disclosure, the above steps are illustrated in detail below.

[0061] In one possible way, the reference deceleration of a vehicle can be determined based on its operating speed, load mass, and preset maximum reference deceleration by: determining the maximum braking deceleration of the vehicle's motor based on its operating speed and load mass, and then determining the reference deceleration of the vehicle based on the relationship between the maximum braking deceleration and the preset maximum reference deceleration.

[0062] It is worth noting that, referring to Figure 3 When the motor enters the constant power range, its output torque gradually decreases. Therefore, as the vehicle's speed increases, the maximum traction and braking force the motor can output gradually decreases. Furthermore, the motor is configured to maintain a constant output torque under full load (the vehicle's maximum load mass, i.e., its maximum gross vehicle weight). As the vehicle's load mass increases, when it exceeds the full load mass, the motor's capacity reaches its limit. If the vehicle's load mass continues to increase at this point, the maximum traction and braking force the motor can output will gradually decrease. Therefore, it is necessary to determine the maximum braking deceleration of the vehicle's motor based on the operating speed and load mass.

[0063] However, a preset maximum reference deceleration is usually set for the vehicle's reference deceleration. This means that the vehicle's reference deceleration during braking cannot exceed this preset maximum reference deceleration. Therefore, the maximum braking deceleration determined based on the operating speed and load mass is compared with the preset maximum reference deceleration, and the smaller of the two is taken as the vehicle's reference deceleration.

[0064] In one possible way, the maximum braking deceleration of the vehicle's motor can be determined based on the operating speed and load mass: the maximum braking deceleration is determined based on the operating speed and load mass, as well as the relationship between the vehicle's operating speed and the preset switching speed, where the preset switching speed characterizes the speed at which the vehicle's motor switches from the constant torque region to the constant power region.

[0065] Among them, the maximum braking deceleration can be determined based on the operating speed and load mass, as well as the relationship between the vehicle's operating speed and the preset switching speed. When the operating speed is less than or equal to the preset switching speed, the maximum braking deceleration can be determined based on the vehicle's motor output torque, vehicle deceleration efficiency, vehicle speed ratio, vehicle wheel radius, rotational mass coefficient, vehicle load mass, unit basic resistance, and gravitational acceleration.

[0066] For example, when the operating speed is less than or equal to the preset switching speed, it indicates that the vehicle's motor is in the constant torque region, and the maximum braking deceleration can be determined by the following formula:

[0067]

[0068] Where a represents the maximum braking deceleration, T 电 R represents the vehicle's motor output torque, η represents the vehicle's deceleration efficiency, l represents the vehicle's speed ratio, and R... 轮 Let ω represent the vehicle's wheel radius, γ represent the gyratory mass coefficient, M represent the vehicle's load mass, ω0 represent the unit basic resistance, and g represent gravitational acceleration.

[0069] Alternatively, the maximum braking deceleration can be determined based on the operating speed, load mass, and the relationship between the vehicle's operating speed and the preset switching speed. This can be achieved by determining the maximum braking deceleration based on the vehicle's motor power, deceleration efficiency, wheel speed, rotational mass coefficient, load mass, unit basic resistance, and gravitational acceleration when the operating speed is greater than the preset switching speed.

[0070] For example, when the operating speed is greater than the preset switching speed, it indicates that the vehicle's motor is in the constant power zone, and the maximum braking deceleration can be determined by the following formula:

[0071]

[0072] Among them, P 电 V represents the power of the vehicle's motor. 轮 This indicates the speed of the vehicle's wheels.

[0073] It should be understood that the above formula for calculating the maximum braking deceleration of the motor is only an example. In other possible ways, the maximum braking deceleration determined by the above formula can be multiplied by a correlation coefficient to obtain the final maximum braking deceleration, or a corresponding weighting coefficient can be set for any one or more items in the formula, such as motor power, wheel speed, load mass, etc., and then the maximum braking deceleration can be calculated. This disclosure does not limit this.

[0074] In one possible approach, the target deceleration of the vehicle can be determined based on at least the reference deceleration, the reference operating speed curve, and the preset protection speed. For each moment in the reference operating speed curve, if the reference operating speed is less than the protection speed at the corresponding moment in the preset protection speed curve, then the reference deceleration is determined as the target deceleration of the vehicle.

[0075] For example, the reference operating speed curve, obtained based on the vehicle's operating speed and reference deceleration, can be characterized by the following formula:

[0076]

[0077] Among them, v t v represents the reference speed of the vehicle at time t. t0 a represents the actual speed of the vehicle at the moment t0 when braking begins. ref d represents the reference deceleration, Δa represents the compensated control acceleration calculated by the Automatic Train Operation (ATO) system based on the difference between the actual running speed and the commanded speed at time t, and d represents the acceleration at the time of command. t This represents the time difference between time t and the braking start time t0.

[0078] For example, for each moment in the reference operating speed curve, if the reference operating speed is less than the corresponding moment in the preset protection speed curve, it is equivalent to... Figure 2 If the adjusted reference operating speed curve and the protection speed curve do not intersect, it means that controlling the vehicle's operation based on the reference deceleration will not trigger the protection speed, and the reference deceleration can be determined as the vehicle's target deceleration.

[0079] Among possible methods, determining the vehicle's target deceleration based on a reference deceleration, a reference operating speed curve, and a preset protection speed curve can be achieved by: for any given moment in the reference operating speed curve, determining the relationship between the reference operating speed and the corresponding protection speed in the preset protection speed curve; if the reference operating speed is greater than or equal to the protection speed, updating the reference deceleration according to a preset unit deceleration, and then re-determining the reference operating speed curve based on the updated reference deceleration. The process then returns to the previous step of determining the relationship between the reference operating speed and the corresponding protection speed in the preset protection speed curve, continuing until the reference operating speed at every moment in the reference operating speed curve is less than the corresponding protection speed in the preset protection speed curve, and finally determining the last updated reference deceleration as the vehicle's target deceleration.

[0080] For example, determine the relationship between the reference operating speed and the protection speed at the corresponding moment in the preset protection speed curve. If the reference operating speed is greater than or equal to the protection speed (equivalent to...), then... Figure 2 (If the protection speed curve intersects with the reference operating speed curve before adjustment), the reference deceleration is subtracted from the preset unit deceleration to obtain a new reference deceleration, and the reference operating speed curve is redefined based on the new reference deceleration. The relationship between the reference operating speed and the protection speed at the corresponding moment in the preset protection speed curve is reassessed. If the reference operating speed is greater than or equal to the protection speed, the reference deceleration is updated again according to the preset unit deceleration; otherwise, the reference deceleration obtained from the last update is determined as the vehicle's target deceleration. The preset unit deceleration can be set according to requirements, and this disclosure does not limit it.

[0081] Among possible methods, determining the target deceleration of a vehicle based on a reference deceleration, a reference operating speed curve, and a preset protection speed curve can be achieved by: determining candidate decelerations based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve; if the braking duration corresponding to the candidate deceleration is less than the vehicle's historical braking duration lower limit, then the historical braking deceleration lower limit corresponding to the historical braking duration lower limit is determined as the target deceleration. If the vehicle braking duration is greater than or equal to the historical braking duration lower limit, then the candidate deceleration is determined as the target deceleration.

[0082] For example, historical vehicle operating data is acquired, and the minimum braking time required to ensure precise vehicle stopping (historical braking duration lower limit) is calculated. Based on this historical braking duration lower limit, a minimum reference deceleration (historical braking deceleration lower limit) is set. After obtaining the vehicle's candidate deceleration based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve, the vehicle braking duration required for braking control based on the candidate deceleration can be determined using the following formula:

[0083]

[0084] Among them, t dec Indicates the vehicle braking duration, v taget v0 represents the vehicle's speed at the stopping point, and a represents the vehicle's actual speed at the moment braking begins. reft This indicates the candidate deceleration of the vehicle.

[0085] If the calculated vehicle braking time is less than the historical lower limit of the vehicle's braking time, it indicates that the actual stopping point of the vehicle based on this candidate deceleration will have an error compared to the stopping point set at the platform. Therefore, the historical lower limit of braking deceleration can be used as the target deceleration to ensure that the vehicle can stop accurately. If the vehicle braking time is greater than or equal to the historical lower limit of the braking time, it indicates that the vehicle can achieve accurate stopping by braking control based on this candidate deceleration. Therefore, the candidate deceleration can be used as the target deceleration.

[0086] Among possible methods, determining the target deceleration of a vehicle based on a reference deceleration, a reference operating speed curve, and a preset protection speed curve can be achieved by: determining candidate decelerations based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve; if the braking distance corresponding to the candidate deceleration is less than or greater than the distance from the current position to the stopping position, then the lower limit of the vehicle's historical braking deceleration is determined as the target deceleration, where the lower limit is determined based on the lower limit of the vehicle's historical braking duration. If the braking distance corresponding to the candidate deceleration is equal to the distance from the current position to the stopping position, then the candidate deceleration is determined as the target deceleration.

[0087] For example, after obtaining the candidate deceleration of the vehicle based on the reference deceleration, the reference operating speed curve, and the preset protection speed curve, the vehicle braking distance required for braking control based on the candidate deceleration can be determined by the following formula:

[0088]

[0089]

[0090] Where S1 represents the vehicle braking distance, S2 represents the distance from the current position to the stopping position, and pos target This indicates the location of the parking point in the vehicle coordinate system, where pos0 represents the starting point of the location in the vehicle coordinate system. This represents the cumulative distance traveled by the vehicle since the coordinate system was established, s 误差 This indicates the vehicle's transponder position calibration error.

[0091] If the calculated braking distance is less than or greater than the distance from the current position to the stopping position, it indicates that braking control based on this candidate deceleration will result in an error between the actual stopping point and the stopping point set at the platform. Therefore, the lower limit of the historical braking deceleration can be used as the target deceleration to ensure precise stopping. If the calculated braking distance is equal to the distance from the current position to the stopping position, it indicates that precise stopping can be achieved by braking control based on this candidate deceleration. Therefore, the candidate deceleration can be used as the target deceleration.

[0092] Using the above method, a corresponding reference deceleration can be determined under different vehicle load conditions. Then, by comparing the reference operating speed curve determined based on the reference deceleration with a preset protective speed curve, candidate decelerations are determined. Based on these candidate decelerations, the vehicle braking duration and braking distance are determined. By comparing the vehicle braking duration with the historical lower limit and the vehicle braking distance with the distance from the current position to the stopping position, the target deceleration is determined, and the vehicle's operation is controlled accordingly. This method avoids insufficient motor power due to load influence, preventing the vehicle from decelerating properly, and avoids triggering the protective speed during deceleration, thus ensuring normal deceleration and achieving precise stopping.

[0093] After obtaining the target deceleration, the vehicle's command speed (that is, the desired operating speed of the vehicle during braking control) can be determined using the following formula:

[0094]

[0095] Among them, V cmda0 represents the vehicle's commanded speed, and a0 represents the vehicle's target deceleration.

[0096] Among other possible implementation methods, refer to Figure 4 The maximum braking deceleration of the vehicle's motor, determined based on the vehicle's operating speed and load mass, is input into the command speed controller. The command speed controller uses the smaller of the maximum braking deceleration and a preset maximum reference deceleration as the reference deceleration. Then, based on the vehicle's actual operating speed and the reference deceleration, a reference operating speed curve for the vehicle to reach its stopping position from its current position is determined. For any given moment in this curve, the reference operating speed is compared to the corresponding moment in the protection speed curve determined by the automatic train protection system. If the reference operating speed is greater than or equal to the protection speed, the reference deceleration is updated based on a preset unit deceleration, and the comparison continues. Otherwise, the reference deceleration is used as the target deceleration, and the command speed of the vehicle is determined based on this target deceleration. Finally, the target deceleration and the command speed are input into the deceleration controller. The deceleration controller uses an internal algorithm to determine the vehicle's control deceleration and sends it to the vehicle's braking system to control the vehicle's operation, ensuring that the vehicle's actual operating speed is close to the command speed.

[0097] It is worth noting that the command speed controller, train automatic protection system, and deceleration controller can be installed on the vehicle, directly collecting the vehicle's operating data to obtain the vehicle's control deceleration and then sending it to the vehicle's braking system for braking control. Alternatively, they can be installed on the vehicle's remote service platform, remotely collecting the vehicle's operating data to obtain the vehicle's control deceleration and then sending it to the vehicle's braking system for braking control. This disclosure does not limit the scope of the invention.

[0098] Based on the same inventive concept, this disclosure also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described vehicle control method steps.

[0099] Based on the same inventive concept, this disclosure also provides a vehicle, including:

[0100] A memory on which computer programs are stored;

[0101] A processor is configured to execute the computer program in the memory to implement the steps of the vehicle control method described above.

[0102] Figure 5 This is a block diagram illustrating a vehicle 500 according to an exemplary embodiment. (Refer to...) Figure 5The vehicle 500 includes a processor 501, which may be one or more, and a memory 502 for storing computer programs executable by the processor 501. The computer programs stored in the memory 502 may include one or more modules, each corresponding to a set of instructions. Furthermore, the processor 501 may be configured to execute the computer program to perform the vehicle control method described above.

[0103] Additionally, vehicle 500 may include a power supply component 505 and a communication component 503. The power supply component 505 can be configured to perform power management for vehicle 500, and the communication component 503 can be configured to enable communication for vehicle 500, such as wired or wireless communication. Furthermore, vehicle 500 may include an input / output (I / O) interface 504. Vehicle 500 can operate on an operating system, such as Windows Server, stored in memory 502. TM Mac OS X TM Unix TM Linux TM etc.

[0104] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle control method described above. For example, the non-transitory computer-readable storage medium may be the memory 502 including the program instructions described above, which may be executed by the processor 501 of the vehicle 500 to complete the vehicle control method described above.

[0105] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the vehicle control method described above when executed by the programmable device.

[0106] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0107] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0108] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method characterized by, The method comprises: determining a reference deceleration of the vehicle according to an operating speed, a load mass and a preset maximum reference deceleration of the vehicle; determining a reference operating speed curve of the vehicle from a current position to a parking position according to the operating speed and the reference deceleration; determining a candidate deceleration of the vehicle according to the reference deceleration, the reference operating speed curve and a preset protection speed curve used for representing a maximum safe speed of the vehicle; if the candidate deceleration corresponds to a vehicle braking time less than a lower limit value of a historical braking time of the vehicle, determining a lower limit value of a historical braking deceleration corresponding to the lower limit value of the historical braking time as a target deceleration; if the vehicle braking time is greater than or equal to the lower limit value of the historical braking time, determining the candidate deceleration as the target deceleration; controlling the operation of the vehicle based on the target deceleration.

2. The method of claim 1, wherein, The determining of the reference deceleration of the vehicle according to the operating speed, the load mass and the preset maximum reference deceleration comprises: determining a maximum braking deceleration of a motor of the vehicle according to the operating speed and the load mass; determining the reference deceleration of the vehicle according to a size relationship between the maximum braking deceleration and the preset maximum reference deceleration.

3. The method of claim 1, wherein, The determining of the target deceleration of the vehicle based on at least the reference deceleration, the reference operating speed curve and the preset protection speed curve comprises: for each reference operating speed corresponding to each time in the reference operating speed curve, if the reference operating speed is less than a protection speed corresponding to the time in the preset protection speed curve, determining the reference deceleration as the target deceleration of the vehicle.

4. The method of claim 1, wherein, The determining of the target deceleration of the vehicle based on at least the reference deceleration, the reference operating speed curve and the preset protection speed curve comprises: for each reference operating speed corresponding to each time in the reference operating speed curve, determining a size relationship between the reference operating speed and a protection speed corresponding to the time in the preset protection speed curve; in a case where the reference operating speed is greater than or equal to the protection speed, updating the reference deceleration according to a preset unit deceleration; redetermining the reference operating speed curve according to the updated reference deceleration; returning to the step of determining the size relationship between the reference operating speed and the protection speed corresponding to the time in the preset protection speed curve for each reference operating speed corresponding to each time in the reference operating speed curve until each reference operating speed corresponding to each time in the reference operating speed curve is less than the protection speed corresponding to the time in the preset protection speed curve, and determining the reference deceleration obtained by the last update as the target deceleration of the vehicle.

5. The method of claim 2, wherein, The determining of the maximum braking deceleration of the motor of the vehicle according to the operating speed and the load mass comprises: The maximum braking deceleration is determined according to the running speed and the load mass, and a size relationship between the running speed of the vehicle and a preset conversion speed, the preset conversion speed representing a speed at which a motor of the vehicle is converted from a constant torque zone to a constant power zone.

6. The method of claim 5, wherein, The maximum braking deceleration is determined according to the running speed and the load mass, and a size relationship between the running speed of the vehicle and a preset conversion speed, the preset conversion speed representing a speed at which a motor of the vehicle is converted from a constant torque zone to a constant power zone. In a case where the running speed is less than or equal to the preset conversion speed, the maximum braking deceleration is determined according to a motor output torque of the vehicle, a deceleration efficiency of the vehicle, a speed ratio of the vehicle, a wheel radius of the vehicle, a rotational mass coefficient, a load mass of the vehicle, a unit basic resistance, and a gravitational acceleration.

7. The method of claim 5, wherein, The maximum braking deceleration is determined according to the running speed and the load mass, and a size relationship between the running speed of the vehicle and a preset conversion speed, the preset conversion speed representing a speed at which a motor of the vehicle is converted from a constant torque zone to a constant power zone. In a case where the running speed is greater than the preset conversion speed, the maximum braking deceleration is determined according to a motor power of the vehicle, a deceleration efficiency of the vehicle, a wheel speed of the vehicle, a rotational mass coefficient, a load mass of the vehicle, a unit basic resistance, and a gravitational acceleration.

8. The method according to any one of claims 1-7, characterized in that, The target deceleration of the vehicle is determined at least based on the reference deceleration, the reference running speed curve, and a preset protection speed curve, including: A candidate deceleration of the vehicle is determined according to the reference deceleration, the reference running speed curve, and the preset protection speed curve; If a vehicle braking distance corresponding to the candidate deceleration is less than or greater than a distance from a current position of the vehicle to a parking position, a historical braking deceleration lower limit value of the vehicle is determined as the target deceleration, the historical braking deceleration lower limit value being determined based on a historical braking time length lower limit value of the vehicle; If the vehicle braking distance corresponding to the candidate deceleration is equal to the distance from the current position of the vehicle to the parking position, the candidate deceleration is determined as the target deceleration.

9. A vehicle characterized by comprising: including: a memory having a computer program stored thereon; a processor configured to execute the computer program in the memory to implement steps of the method of any one of claims 1-8.

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