Vehicle operation control method, storage medium, electronic device, and vehicle

Abstract

The present disclosure relates to the field of rail transit, and more particularly, to a vehicle operation control method, a storage medium, an electronic device and a vehicle. The method comprises: determining that a current operation condition of a vehicle is one of a traction condition and a braking condition, and a target operation condition is the other of the traction condition and the braking condition, controlling the vehicle to switch from the current operation condition to an idle condition; after the vehicle operates in the idle condition for a preset time length, controlling the vehicle to switch from the idle condition to the target operation condition.

Description

Vehicle operation control methods, storage media, electronic devices and vehicles Technical Field

[0001] This disclosure relates to the field of rail transit, and more specifically, to a vehicle operation control method, a storage medium, electronic equipment, and a vehicle. Background Technology

[0002] The operating conditions of urban rail transit vehicles include traction and braking. In traction mode, the vehicle controller outputs a positive bit to propel the vehicle with positive acceleration. In braking mode, the vehicle controller outputs a negative bit to propel the vehicle with negative acceleration. In some scenarios, it is necessary to switch between traction and braking modes. Currently, when switching between traction and braking modes, passenger comfort is compromised. Summary of the Invention

[0003] This disclosure provides a vehicle operation control method that can improve passenger comfort during traction and braking switching.

[0004] In a first aspect, this embodiment provides a vehicle operation control method, including:

[0005] The vehicle's current operating condition is determined to be either traction or braking, and the target operating condition is either traction or braking. The vehicle is then controlled to switch from the current operating condition to coasting.

[0006] After the vehicle has been running in the coasting condition for a preset period of time, the vehicle is controlled to switch from the coasting condition to the target operating condition.

[0007] Optionally, after determining that the current operating condition of the vehicle is either a traction condition or a braking condition, and that the target operating condition is the other of a traction condition or a braking condition, the method further includes:

[0008] Based on the operating mode, the predicted parameter value corresponding to when the vehicle reaches the set acceleration from the current position with the current acceleration is determined, wherein the predicted parameter value includes at least one of the cumulative predicted displacement and the first predicted velocity;

[0009] Based on the predicted parameter values, determine whether the vehicle needs to enter the operating mode at its current location;

[0010] The control of the vehicle to switch from the current operating condition to the coasting condition includes:

[0011] If it is determined that the vehicle needs to enter the operating mode at the current position, the vehicle is controlled to switch from the current operating condition to the coasting condition.

[0012] Optionally, the cumulative predicted displacement includes a first predicted displacement that the vehicle is expected to travel in the current operating condition, a second predicted displacement that the vehicle is expected to travel in the coasting condition, and a third predicted displacement that the vehicle is expected to travel when the acceleration reaches the set acceleration in the target operating condition.

[0013] Optionally, the method further includes:

[0014] If it is determined that the vehicle does not need to enter the operating mode at its current location, the vehicle is controlled to maintain the current operating condition.

[0015] Optionally, determining the predicted parameter value corresponding to when the vehicle reaches the set acceleration from the current position with the current acceleration includes:

[0016] The predicted parameter value is determined based on the vehicle's current speed, current acceleration, preset level change value, preset duration, and set acceleration;

[0017] The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0018] Optionally, the predicted parameter value includes the cumulative predicted displacement, which includes a second predicted displacement that the vehicle is expected to travel in the coasting condition. Determining the second predicted displacement includes:

[0019] Determine the second predicted speed of the vehicle at the end of the current operating condition;

[0020] The second predicted displacement is determined based on the second predicted velocity and the preset duration.

[0021] Optionally, the predicted parameter value includes the cumulative predicted displacement, which includes a first predicted displacement that the vehicle is expected to travel under the current operating condition. Determining the first predicted displacement includes:

[0022] Determine the number of first control cycles required for the vehicle to change from the current acceleration to 0;

[0023] For each of the first control cycles, a preset operation is performed. The preset operation includes determining a second predicted sub-velocity and a first predicted sub-displacement at the end of the current first control cycle based on the first predicted sub-velocity at the initial moment of the current first control cycle and the first acceleration corresponding to the current first control cycle. The first acceleration is determined based on the control level value corresponding to the current acceleration and the preset level change value. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0024] The cumulative sum of each of the first predicted sub-displacements is taken as the first predicted displacement.

[0025] Optionally, the predicted parameter value includes the cumulative predicted displacement, which includes a third predicted displacement that the vehicle is expected to travel when its acceleration reaches the set acceleration in the target operating condition. Determining the third predicted displacement includes:

[0026] Determine the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration;

[0027] For each second control cycle, a preset operation is performed. The preset operation includes determining a fourth predicted sub-velocity and a second predicted sub-displacement at the end of the current second control cycle based on the third predicted sub-velocity at the initial moment of the current second control cycle and the second acceleration corresponding to the current second control cycle. The second acceleration is determined based on the control level value corresponding to the set acceleration and a preset level change value. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0028] The cumulative sum of each of the second predicted sub-displacements is used as the third predicted displacement.

[0029] Optionally, the prediction parameter value includes the first prediction velocity, and determining the first prediction velocity includes:

[0030] Determine the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration;

[0031] For each second control cycle, a preset operation is performed, which includes determining a fourth predicted sub-velocity at the end of the current second control cycle based on the third predicted sub-velocity at the beginning of the current second control cycle and the second acceleration corresponding to the current second control cycle. The second acceleration is determined based on the control level value corresponding to the set acceleration and a preset level change value. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0032] The fourth predicted sub-velocity at the end of the last second control cycle is taken as the first predicted velocity.

[0033] Secondly, this embodiment provides a storage medium on which a computer program is stored, which, when executed by a processor, implements the method as described in any one of the first aspects.

[0034] Thirdly, this embodiment provides an electronic device, including a memory and a processor.

[0035] The memory is used to store computer instructions, and the processor is used to retrieve the computer instructions from the memory to perform the method as described in any one of the first aspects.

[0036] Fourthly, this embodiment provides a vehicle including the electronic equipment described in the third aspect.

[0037] In this embodiment of the disclosure, when it is determined that the vehicle's operating condition requires a switch between traction and braking modes, the vehicle is first controlled to switch to a coasting mode, and then switched from the coasting mode to the target operating condition. This reduces the sudden speed changes that occur when directly switching between traction and braking modes while the vehicle is in the coasting mode. Furthermore, the vehicle is controlled to switch from the coasting mode to the target operating condition only after it has been in the coasting mode for a preset duration. By maintaining a sufficient coasting time, the current operating condition can be smoothly switched to the target operating condition, improving passenger comfort.

[0038] Other features and advantages of this disclosure will become clear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments of the present disclosure and, together with their description, serve to explain the principles of the present disclosure.

[0040] Figure 1 shows a flowchart of a train operation control method according to an embodiment of the present disclosure.

[0041] Figure 2 shows a schematic diagram of an embodiment of the present disclosure for determining the cumulative predicted displacement of a train.

[0042] Figure 3 shows a block diagram of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0043] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0044] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0045] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0046] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0047] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0048] The operating conditions of urban rail transit vehicles include traction and braking. In traction mode, the vehicle controller outputs a positive value to propel the vehicle with positive acceleration. In braking mode, the vehicle controller outputs a negative value to propel the vehicle with negative acceleration. In some scenarios, it is necessary to switch between traction and braking modes. Currently, when switching from traction to braking mode, passenger comfort is compromised.

[0049] The applicant concluded through analysis that the reason why the existing solution has poor comfort is that the direct switch from traction to braking mode causes a sudden change in speed at the moment of traction-braking transition, resulting in poor passenger comfort.

[0050] Based on this, the present disclosure provides a vehicle operation control method. As shown in FIG1, the method may include steps S100 to S110.

[0051] Step S100: Determine that the current operating condition of the vehicle is either traction or braking, and the target operating condition is either traction or braking, and control the vehicle to switch from the current operating condition to coasting.

[0052] Under traction conditions, the vehicle accelerates. Under braking conditions, the vehicle decelerates. Under coasting conditions, theoretically the vehicle travels at a constant speed, but in reality, the vehicle's speed gradually decreases due to air resistance and friction.

[0053] The current operating condition can be reflected by the control level position of the current control cycle. When the control level position value of the current control cycle is greater than 0, it means the control level is the traction level, indicating that the current operating condition is traction. When the control level position value of the current control cycle is less than 0, it means the control level is the braking level, indicating that the current operating condition is braking. When the control level position value of the current control cycle is equal to 0, it means the control level is the coasting level, indicating that the current operating condition is coasting.

[0054] The target operating condition can be determined based on the vehicle's current operating condition, current speed, and a set speed for the target position ahead. The target position ahead can be the starting point of a speed-limited area or a preset distance ahead of the vehicle's current position. Taking a target position at a preset distance ahead of the vehicle's current position and the current operating condition as traction as an example: when the vehicle's current speed is less than the set speed for the target position, the target operating condition is determined to be traction. When the vehicle's current speed is equal to the set speed for the target position, the target operating condition is determined to be coasting. When the vehicle's current speed is greater than the set speed for the target position, the target operating condition is determined to be braking.

[0055] The target operating condition can be determined based on the vehicle's current acceleration and the set acceleration at the target position ahead of the vehicle. As an example, when the vehicle's current acceleration is positive and the set acceleration at the target position is negative, the target operating condition is determined to be braking.

[0056] Vehicle operation control is typically implemented using control levels. Control levels include traction level, coasting level, and braking level. Both traction and braking levels can have multiple value values. Each value corresponds to a set acceleration. A positive traction level value corresponds to a positive acceleration. A negative braking level value corresponds to a negative acceleration. The coasting level has only one value, 0, and its corresponding acceleration is also 0.

[0057] Taking the current operating condition as traction mode as an example, when controlling the vehicle to switch from the current operating condition to coasting mode, the traction level must first be unloaded. After the traction level is unloaded, the coasting level is output, controlling the vehicle to enter the coasting mode. The process of unloading the traction level is a process of gradually decreasing the traction level. That is to say, the process of controlling the vehicle to switch from traction mode to coasting mode requires outputting a decreasing control level until the control level becomes 0, at which point the switch to coasting mode is successful. During the process of unloading the traction level, the vehicle speed continues to increase.

[0058] Step S110: After the vehicle has been running in the coasting condition for a preset period of time, control the vehicle to switch from the coasting condition to the target operating condition.

[0059] When the vehicle switches between traction and braking modes, the direction of rotation of the vehicle motor's gears changes. The preset duration for the vehicle to coast is determined based on the time required for the motor gears to reverse. If the time required for the motor gears to reverse is longer, the corresponding preset duration needs to be increased. The preset duration for the vehicle to coast can also be adjusted based on passenger comfort feedback. To improve comfort, the preset duration is increased.

[0060] When switching from coasting mode to the target operating mode, the motor needs to engage gears. During this control cycle, the vehicle will not immediately be under the control level of the target operating mode. Therefore, the control level of the target operating mode is usually output in the last control cycle of the coasting mode, so that the vehicle can be controlled by the corresponding control level after entering the target operating mode. As an example, assuming a preset duration of nt, the coasting level can be output in the first n-1 control cycles t, and the braking level or traction level can be output in the nth control cycle.

[0061] The process of controlling the vehicle to switch from coasting to the target operating condition, taking the braking condition as an example, is the process of changing the control level bit from 0 to a negative number.

[0062] In this embodiment, when it is determined that the vehicle's operating condition requires a switch between traction and braking modes, the vehicle is first controlled to switch to a coasting mode, and then switched from the coasting mode to the target operating condition. This reduces the sudden speed changes that occur when directly switching between traction and braking modes while the vehicle is in the coasting mode. Furthermore, the vehicle is controlled to switch from the coasting mode to the target operating condition only after it has been in the coasting mode for a preset time. This maintains sufficient coasting time, ensuring a smooth transition from the current operating condition to the target operating condition and improving passenger comfort.

[0063] In some embodiments, after determining that the current operating condition of the vehicle is one of traction and braking, and the target operating condition is the other of traction and braking, the vehicle operation control method may further include steps S101 to S103.

[0064] Step S101: Determine the operating mode that the vehicle needs to enter, which involves switching from the current operating condition to the target operating condition via a coasting condition.

[0065] Step S102: Based on the operating mode, determine the predicted parameter value corresponding to when the vehicle reaches the set acceleration from the current position with the current acceleration, wherein the predicted parameter value includes at least one of the cumulative predicted displacement and the first predicted speed.

[0066] Step S103: Based on the predicted parameter values, determine whether the vehicle needs to enter the operating mode at the current location.

[0067] In this embodiment, the cumulative predicted displacement is the cumulative displacement required for the vehicle to reach the set acceleration from its current position with the current acceleration. The first predicted velocity is the velocity required for the vehicle to reach the set acceleration from its current position with the current acceleration.

[0068] In this embodiment, step S103 may determine whether the vehicle needs to enter the operating mode at the current position based on the cumulative predicted displacement required for the vehicle to reach the set acceleration from the current position with the current acceleration. As an example, if the cumulative predicted displacement is equal to the actual displacement from the vehicle's current position to the target position, it is determined whether the vehicle needs to enter the operating mode at the current position. If the cumulative predicted displacement is less than the actual displacement from the vehicle's current position to the target position, it indicates that the vehicle does not need to immediately enter the target operating condition and can continue operating under the current operating condition. Alternatively, a threshold can be set, and if the cumulative predicted displacement is less than a minimum threshold of the actual displacement from the vehicle's current position to the target position, the vehicle is controlled to maintain the current operating condition.

[0069] Step S103 can also involve determining whether the vehicle needs to enter the operating mode at the current position based on the first predicted speed at which the vehicle reaches the set acceleration from the current position with the current acceleration. As an example, if the first predicted speed is equal to the set speed at the target position, it is determined that the vehicle needs to enter the operating mode at the current position. As another example, if the difference between the first predicted speed and the set speed at the target position meets a preset condition, it is determined that the vehicle needs to enter the operating mode at the current position.

[0070] Step S103 can also involve determining whether the vehicle needs to enter the operating mode at the current position based on the first predicted speed when the vehicle reaches the set acceleration from the current position with the current acceleration and the required cumulative predicted displacement. As an example, the predicted position when the vehicle reaches the set acceleration can be determined based on the cumulative predicted displacement. An acceleration value is calculated based on the first predicted speed, the set speed at the target position, and the displacement difference between the predicted position and the target position. If this acceleration value is less than the set acceleration, it is determined that the vehicle needs to enter the operating mode at the current position.

[0071] The specific implementation of step S103 is not specifically limited. Any existing method that determines that the vehicle needs to enter the operating mode at the current position based on at least one of the cumulative predicted displacement and the first predicted speed can be applied to this embodiment.

[0072] In this embodiment, the changes in predicted parameter values ​​during the coasting phase are considered in the scenario of switching between the current operating condition and the target operating condition, making the determined predicted parameter values ​​more accurate. Therefore, the timing of the operating condition switch determined based on the predicted parameter values ​​of this embodiment is more accurate.

[0073] In this embodiment, step S100, which controls the vehicle to switch from the current operating condition to the coasting condition, includes: when it is determined that the vehicle needs to enter the operating mode at the current position, controlling the vehicle to switch from the current operating condition to the coasting condition.

[0074] In this embodiment, step S100, which controls the vehicle to switch from the current operating condition to the coasting condition, further includes: if it is determined that the vehicle does not need to enter the operating mode at the current position, controlling the vehicle to maintain the current operating condition.

[0075] The method in this embodiment can determine in advance the predicted parameter values ​​required to switch from the current operating condition to the target operating condition, and can determine the timing for the vehicle to enter the target operating condition based on the predicted parameter values.

[0076] In this embodiment, the cumulative predicted displacement may include a first predicted displacement that the vehicle is expected to travel under the current operating conditions, a second predicted displacement that the vehicle is expected to travel under the coasting condition, and a third predicted displacement that the vehicle is expected to travel under the target operating conditions when the acceleration reaches the set acceleration.

[0077] The first predicted displacement is the displacement expected to occur from the start of unloading at the control level corresponding to the current operating condition until unloading is complete. This process requires outputting multiple different control levels. Each control level corresponds to a different acceleration. Based on this, this embodiment predicts the displacement in segments, predicting the sub-displacement at the end of each control cycle, and then adding the predicted sub-displacements of each control cycle to obtain the first predicted displacement. Unloading at the control level is complete when the control level changes to 0. In the current operating condition, the control level is the process of the control level value corresponding to the current acceleration changing to 0.

[0078] The second predicted displacement is the displacement expected to occur after the vehicle has traveled at the predicted speed for a preset time at the end of the current operating condition. In other words, when determining the second predicted displacement, the effects of air resistance and friction can be disregarded, assuming the vehicle is traveling at a constant speed under coasting conditions. Under coasting conditions, the control level is 0, and the corresponding acceleration is also 0.

[0079] In the target operating condition, it may be necessary to output multiple different control level bits to achieve the set acceleration. In this prediction process, this embodiment can still predict displacement segment by segment, predicting the sub-displacement at the end of each control cycle, and then summing the predicted sub-displacements of each control cycle to obtain the third predicted displacement. In the target operating condition, the control level bit changes from 0 to the control level bit value corresponding to the set acceleration.

[0080] In some embodiments, determining the predicted parameter value corresponding to when the vehicle reaches the set acceleration from the current position with the current acceleration in step S102 includes: determining the predicted parameter value based on the vehicle's current speed, current acceleration, preset level change value, preset duration, and set acceleration. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0081] When the predicted parameter value includes the cumulative predicted displacement, and the cumulative predicted displacement includes the first predicted displacement that the vehicle is expected to run under the current operating conditions, determining the first predicted displacement may include steps S200 to S230.

[0082] Step S200: Determine the number of first control cycles required for the vehicle to change from its current acceleration to 0.

[0083] In this embodiment, the number of first control cycles required for the vehicle to change from its current acceleration to 0 can be determined based on a preset level change value and the control level value corresponding to the current acceleration. As an example, if the preset level change value is 30 and the control level value corresponding to the current acceleration is 50, then the number of first control cycles can be determined to be 2. Specifically, the first first control cycle is the current control cycle, with a control level value of 50, and the second first control cycle has a control level value of 20. At the start of the third first control cycle, the control level value will become 0, meaning the acceleration change is 0.

[0084] Step S210: For each first control cycle, execute the preset operation.

[0085] The preset operation includes determining the second predicted sub-velocity and the first predicted sub-displacement at the end of the current first control cycle based on the first predicted sub-velocity at the initial moment of the current first control cycle and the first acceleration corresponding to the current first control cycle. The first acceleration is determined based on the control level value corresponding to the current acceleration and the preset level change value.

[0086] Step S220: The cumulative sum of each first predicted sub-displacement is taken as the first predicted displacement.

[0087] Taking the current operating condition as traction and the target operating condition as braking as an example. As shown in Figure 2, assume that the number of first control cycles required to determine when the vehicle's current acceleration changes to 0 is 2. That is, two control cycles are needed to unload the traction in the traction condition, and two control cycles are needed to bring the speed to the set speed in the braking condition. The first predicted sub-velocity at the beginning of the first control cycle is the current speed v0, the first acceleration corresponding to the current first control cycle is a0, and the control cycle is t. In the first control cycle, based on the first predicted sub-velocity v0 at the beginning of the first control cycle and the first acceleration a0 corresponding to the current first control cycle, the second predicted sub-velocity v1 and the first predicted sub-displacement s1 at the end of the current first control cycle are determined. In this example,

[0088] The first predicted sub-velocity at the initial moment of the second first control cycle is the current velocity v1, the first acceleration corresponding to the current second first control cycle is a1, and the control cycle is t. In the second first control cycle, based on the first predicted sub-velocity v1 at the initial moment of the second first control cycle and the first acceleration a1 corresponding to the current first first control cycle, the second predicted sub-velocity v2 and the first predicted sub-displacement s2 at the end of the current second first control cycle are determined. In this example,

[0089] In this example, after the second first control cycle ends, the control level value for the next control cycle will be equal to 0, meaning that the control level unloading for the current operating condition is complete. At this time, the first predicted displacement is the sum of the first predicted sub-displacements of each first control cycle. The first predicted displacement is S1, where S1 = s1 + s2.

[0090] Assume that the number of first control cycles required for the vehicle to change from its current acceleration to 0 is n, where n is greater than 2. Then, after the second first control cycle, if the control level value for the next control cycle is still not equal to 0, the method described above continues to predict the second predicted sub-velocity v3 and the expected first predicted sub-displacement s3 at the end of the subsequent third first control cycle. This process continues in the same manner.

[0091] In this embodiment, the first acceleration is determined based on the control level value corresponding to the current acceleration and a preset level change value. Based on the control level value corresponding to the current acceleration and the preset level change value, the control level value for each first control cycle can be determined, and thus the acceleration corresponding to each first control cycle can be determined. For example, the control level value corresponding to the current acceleration, i.e., the control level value for the first first control cycle, is 50, and the preset level change value is 30; the control level value for the second first control cycle is 20, and the control level value for the third first control cycle is 0.

[0092] The preset level change value is determined based on the vehicle's longitudinal impact rate. The longitudinal impact rate is the impact rate in the vehicle's direction of travel. Currently, urban rail transit requires that the train's longitudinal impact rate not exceed 0.75 m / s². 3 In this embodiment, the actual longitudinal impact rate of the vehicle can be set according to actual needs. Using the set longitudinal impact rate, the preset level change value can be calculated using the following formula. Alternatively, the maximum longitudinal impact rate can be used to calculate the maximum level change value using the following formula, and then the preset level change value can be determined according to actual needs. The specific formula is as follows:

[0093]

[0094]

[0095] In formula (1), a is the acceleration and t is the control period, with the unit being seconds. The longitudinal impact rate, which is the first derivative of acceleration with respect to the control period, represents the rate of change of acceleration. The unit of the longitudinal impact rate is m / s². 3 In formula (2), max_acc unit MAX_ACC represents the maximum acceleration per unit control cycle. MAX_ACC represents the maximum acceleration of the motor. max_level track The maximum change level per unit control cycle.

[0096] In this embodiment, the control level obtained for each control cycle based on the preset level change value meets the impact rate requirements, thus ensuring passenger comfort. In other words, by limiting the output control level, this embodiment can restrict the vehicle's longitudinal impact rate within a acceptable range, thereby improving passenger comfort.

[0097] When the predicted parameter value includes the cumulative predicted displacement, which includes the second predicted displacement that the vehicle is expected to run in coasting conditions, determining the second predicted displacement may include: determining the second predicted speed of the vehicle at the end of the current operating condition; and determining the second predicted displacement based on the second predicted speed and a preset duration.

[0098] In this embodiment, for ease of calculation, the effects of air resistance and friction are not considered. Taking Figure 2 as an example, the coasting level is output for n cycles, and the second predicted velocity is v2. Then the second predicted displacement S2 = v2 × n × t.

[0099] When the predicted parameter value includes the cumulative predicted displacement, and the cumulative predicted displacement includes the third predicted displacement that the vehicle is expected to run when its acceleration reaches the set acceleration in the target operating condition, determining the third predicted displacement may include steps S300 to S320.

[0100] Step S300: Determine the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration.

[0101] In this embodiment, the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration can be determined based on a preset level change value and a control level value corresponding to the set acceleration. As an example, if the preset level change value is 30 and the control level value corresponding to the set acceleration is -80, then the number of second control cycles can be determined to be 2. Specifically, the first second control cycle (the current second control cycle) has a control level value of -30, the second second control cycle has a control level value of -60, and at the beginning of the third second control cycle, the control level value is -80.

[0102] Step S310: For each second control cycle, execute the preset operation.

[0103] The preset operation includes determining the fourth predicted sub-velocity and the second predicted sub-displacement at the end of the current second control cycle based on the third predicted sub-velocity at the initial moment of the current second control cycle and the second acceleration corresponding to the current second control cycle. The second acceleration is determined based on the control level value corresponding to the set acceleration and the preset level change value. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0104] Step S320: The cumulative sum of each second predicted sub-displacement is used as the third predicted displacement.

[0105] Taking the current operating condition as traction and the target operating condition as braking as an example, as shown in Figure 2, assume that the number of second control cycles required to determine the change of vehicle acceleration from 0 to the set acceleration is 2, and the vehicle is moving at a constant speed in the coasting condition. The third predicted sub-velocity at the initial moment of the first second control cycle is v2, and the second acceleration corresponding to the current first second control cycle is a. n-2 The velocity of the third predictor at the initial moment of the second control cycle is v. n-1 The second acceleration corresponding to the second second control cycle is a. n-1 The control period is t. In this example, the third predicted displacement...

[0106] Assume that the number of second control cycles required for the vehicle to change from its current acceleration to 0 is n, where n is greater than 2. Then, after the second second control cycle ends, if the control level value of the next second control cycle is still not equal to the level value corresponding to the set acceleration, the method described above continues to predict the third predicted sub-velocity and the expected second predicted sub-displacement at the end of the subsequent third second control cycle. This process continues in the same manner. Further details are omitted here.

[0107] When the predicted parameter value includes a first predicted velocity, determining the first predicted velocity may include steps S400 to S420.

[0108] Step S400: Determine the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration.

[0109] Step S410: For each second control cycle, execute the preset operation.

[0110] The preset operation includes determining a fourth predicted sub-velocity at the end of the current second control cycle based on the third predicted sub-velocity at the initial moment of the current second control cycle and the second acceleration corresponding to the current second control cycle. The second acceleration is determined based on the control level value corresponding to the set acceleration and a preset level change value. The preset level change value is determined based on the vehicle's longitudinal impact rate.

[0111] Step S420: The fourth predicted sub-velocity at the end of the last second control cycle is taken as the first predicted velocity.

[0112] In this embodiment, steps S400 and S410 can be implemented with reference to the specific implementation of steps S300 and S310, which will not be described in detail here.

[0113] In this embodiment, the determination of the first predicted displacement under the current operating condition and the third predicted displacement under the target operating condition can both be performed using the method described above. First, predict the predicted sub-displacements of each control cycle and the predicted sub-velocities at the end of each control cycle. Accumulate the predicted sub-displacements to obtain the cumulative predicted displacement. Use the predicted sub-velocities at the end of the last control cycle as the first predicted velocity. Through the method of this embodiment, a more accurate first predicted velocity and cumulative predicted displacement can be obtained. Based on this more accurate first predicted velocity and cumulative predicted displacement, it can be accurately determined whether the vehicle needs to enter a new operating mode at the current position, switching from the current operating condition to the target operating condition via a coasting mode, thereby achieving precise control of vehicle operation.

[0114] This disclosure also provides a storage medium storing a computer program thereon, which, when executed by a processor, implements the method as described in any of the above embodiments.

[0115] This disclosure also provides an electronic device. The electronic device 100 includes a memory 110 for storing computer instructions, and a processor 120 for retrieving the computer instructions from the memory 110 to perform the method as described in any of the above embodiments.

[0116] This disclosure also provides a vehicle including the electronic device 100 as described in the above embodiments.

[0117] The various embodiments in this disclosure are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device and apparatus embodiments are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0118] The foregoing has described specific embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0119] This disclosure can be a system, method, and / or computer program product. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement various aspects of this disclosure.

[0120] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example—but not limited to—electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination thereof. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0121] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0122] Computer program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing the status information of the computer-readable program instructions to implement various aspects of this disclosure.

[0123] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0124] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0125] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0126] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be known to those skilled in the art that implementation in hardware, implementation in software, and implementation in a combination of software and hardware are equivalent.

[0127] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of this disclosure is defined by the appended claims.

Claims

1. A vehicle operation control method, characterized in that, include: The vehicle's current operating condition is determined to be either traction or braking, and the target operating condition is either traction or braking. The vehicle is then controlled to switch from the current operating condition to coasting. After the vehicle has been running in the coasting condition for a preset period of time, the vehicle is controlled to switch from the coasting condition to the target operating condition; wherein, after determining that the current operating condition of the vehicle is one of traction and braking, and the target operating condition is the other of traction and braking, the method further includes: determining the operating mode that the vehicle needs to enter, which is the transition from the current operating condition to the target operating condition via the coasting condition; based on the operating mode, determining the predicted parameter value corresponding to when the vehicle reaches a set acceleration from the current position with the current acceleration, wherein the predicted parameter value includes at least one of cumulative predicted displacement and a first predicted speed; determining whether the vehicle needs to enter the operating mode at the current position based on the predicted parameter value; the control of the vehicle to switch from the current operating condition to the coasting condition includes: if it is determined that the vehicle needs to enter the operating mode at the current position, controlling the vehicle to switch from the current operating condition to the coasting condition.

2. The method according to claim 1, characterized in that, The cumulative predicted displacement includes a first predicted displacement that the vehicle is expected to travel under the current operating condition, a second predicted displacement that the vehicle is expected to travel under the coasting condition, and a third predicted displacement that the vehicle is expected to travel under the target operating condition when the acceleration reaches the set acceleration.

3. The method according to claim 1, characterized in that, The method further includes: if it is determined that the vehicle does not need to enter the operating mode at the current location, controlling the vehicle to maintain the current operating condition.

4. The method according to claim 1, characterized in that, Determining the predicted parameter value corresponding to when the vehicle reaches the set acceleration from the current position with the current acceleration includes: determining the predicted parameter value based on the vehicle's current speed, current acceleration, preset level change value, preset duration, and set acceleration; wherein the preset level change value is determined based on the vehicle's longitudinal impact rate.

5. The method according to claim 1, characterized in that, The predicted parameter value includes the cumulative predicted displacement, which includes a second predicted displacement that the vehicle is expected to run in the coasting condition. Determining the second predicted displacement includes: determining the second predicted speed of the vehicle at the end of the current operating condition; and determining the second predicted displacement based on the second predicted speed and the preset duration.

6. The method according to claim 1, characterized in that, The predicted parameter value includes the cumulative predicted displacement, which includes a first predicted displacement that the vehicle is expected to operate under the current operating condition. Determining the first predicted displacement includes: determining the number of first control cycles required for the vehicle to change from the current acceleration to 0; for each first control cycle, performing a preset operation, which includes determining a second predicted sub-velocity and a first predicted sub-displacement at the end of the current first control cycle based on the first predicted sub-velocity at the beginning of the current first control cycle and the first acceleration corresponding to the current first control cycle, wherein the first acceleration is determined based on the control level value corresponding to the current acceleration and a preset level change value, and the preset level change value is determined based on the vehicle's longitudinal impact rate; and using the cumulative sum of each first predicted sub-displacement as the first predicted displacement.

7. The method according to claim 1, characterized in that, The predicted parameter value includes the cumulative predicted displacement, which includes the third predicted displacement that the vehicle is expected to travel when its acceleration reaches the set acceleration in the target operating condition. Determining the third predicted displacement includes: determining the number of second control cycles required for the vehicle's acceleration to change from 0 to the set acceleration; for each second control cycle, performing a preset operation, which includes determining a fourth predicted sub-velocity and a second predicted sub-displacement at the end of the current second control cycle based on the third predicted sub-velocity at the beginning of the current second control cycle and the second acceleration corresponding to the current second control cycle, wherein the second acceleration is determined based on the control level value corresponding to the set acceleration and a preset level change value, and the preset level change value is determined based on the vehicle's longitudinal impact rate; and using the cumulative sum of each second predicted sub-displacement as the third predicted displacement.

8. The method according to claim 1, characterized in that, The predicted parameter value includes the first predicted speed. Determining the first predicted speed includes: determining the number of second control cycles required for the vehicle acceleration to change from 0 to the set acceleration; for each second control cycle, performing a preset operation, the preset operation including determining a fourth predicted sub-speed at the end of the current second control cycle based on the third predicted sub-speed at the beginning of the current second control cycle and the second acceleration corresponding to the current second control cycle, wherein the second acceleration is determined based on the control level value corresponding to the set acceleration and a preset level change value, the preset level change value being determined based on the vehicle's longitudinal impact rate; and using the fourth predicted sub-speed at the end of the last second control cycle as the first predicted speed.

9. A storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1-8.

10. An electronic device, characterized in that, It includes a memory and a processor, the memory being used to store computer instructions, and the processor being used to retrieve the computer instructions from the memory to perform the method as described in any one of claims 1-8.

11. A vehicle, characterized in that, Including the electronic device as described in claim 10.

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