Pure electric vehicle control method, system, equipment and medium

Abstract

The invention discloses a pure electric vehicle control method, system and device and a medium, and the control method comprises the steps: obtaining vehicle attitude information, judging whether a vehicle is in a turning state or a fluctuating state, making a corresponding execution judgment, and meanwhile, when the position of a front vehicle is predicted, carrying out the prediction of the position of the front vehicle in combination with multiple verification mechanisms of braking and an average value. The method improves the confidence of the prediction result, guarantees the safety and comfort, and gives consideration to the driving efficiency.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a pure electric vehicle control method, system, equipment and medium. Background Art

[0002] Adaptive cruise control (ACC) is an intelligent automatic control system developed based on traditional cruise control technology. The system detects vehicles on the road ahead through a distance sensor (such as radar) installed on the front of the vehicle, and automatically adjusts the vehicle speed according to the distance to the vehicle in front to maintain a safe distance.

[0003] At present, the adaptive cruise control system still has certain drawbacks. For example, it is only suitable for use on highways and roads with good road conditions. On some roads with slightly complex terrain, it has certain limitations. For example, on undulating sections and sections with many bends, it may quickly accelerate to the cruising speed due to the sudden disappearance of the vehicle in front, and suddenly decelerate when entering the corresponding section to re-identify the vehicle in front because the following distance is too close. As a result, the frequent acceleration and deceleration reduces comfort and brings a bad experience. At the same time, when the vehicle actively turns into a curve and the vehicle in front is lost, it may also cause hidden dangers due to the sudden acceleration of the vehicle after entering the curve due to the lack of manual takeover. For medium and large vehicles, this bad experience is further amplified due to factors such as the heavy weight of the vehicle and the large number of passengers.

[0004] Compared with traditional fuel vehicles, the power supply system of pure electric vehicles is more stable, which is conducive to the stable operation of electronic control components and sensors. At the same time, its speed regulation and braking response speed are more sensitive, providing a good technical foundation for optimizing the adaptive cruise control system. Summary of the invention

[0005] The purpose of the present invention is to provide a pure electric vehicle control method, which aims to alleviate to a certain extent the sudden acceleration and deceleration imagination that may be caused by the loss of the preceding vehicle target during adaptive cruising, thereby improving comfort and safety.

[0006] To achieve the above object, the present invention adopts the following technical solutions: A pure electric vehicle control method, comprising: S1, turn on adaptive cruise control and set the cruise speed; S2, determine whether the preceding vehicle target is lost, if so, execute S3; if not, return to S1; S3, obtaining gyroscope data to determine whether the vehicle direction has deviated, if so, executing S4, if not, executing S6; S4, judging whether the vehicle is turning according to the gyroscope data, if so, executing S5; if not, returning to S1; S5: Is it less than the cornering speed limit? If so, execute S7; if not, reduce to the cornering speed and return to S1 after correcting the direction; S6, judging whether the vehicle inclination is abnormal according to the gyroscope data, if so, executing S7; if not, reminding manual takeover; S7, obtaining the vehicle driving data before the front vehicle target is lost, predicting the distance between the front vehicle target and the vehicle, and adjusting the vehicle speed according to the prediction result; S71, obtaining vehicle driving data for several consecutive cycles before the preceding vehicle target is lost, and identifying whether there are multiple braking behaviors. If so, executing S72; if not, executing S73; S72, obtaining the braking record, obtaining the braking speed value corresponding to the braking end time, and cleaning the abnormal data; then determining whether there is available data, if so, calculating the expected speed value according to the average of the cleaning braking speed values, predicting the distance between the preceding vehicle and the vehicle according to the expected speed value, and then executing S74; S73, obtaining the average speed of each cycle and the speed when the loss occurs. If the speed when the loss occurs is higher than the average speed, predict the distance between the preceding vehicle and the vehicle based on the average speed and adjust the vehicle speed. If the speed when the loss occurs is lower than the average speed, predict the distance between the preceding vehicle and the vehicle based on the speed before the loss, and then execute S74. S74. Adjust the speed of the vehicle according to the predicted distance between the vehicle in front and the vehicle.

[0007] Furthermore, adjusting the speed of the vehicle includes: S741, determine whether it is necessary to speed up, if so, execute S742; if not, decelerate according to a preset first acceleration, the first acceleration is 0 or negative acceleration; S742. Obtain vehicle driving data for several consecutive cycles before the front vehicle target is lost, and identify whether vehicle data before the front vehicle is found in the safe distance of the vehicle driving data. If so, accelerate according to the preset second acceleration; if not, accelerate according to the preset third acceleration; the second acceleration and the third acceleration are both positive values, and the second acceleration is less than the third acceleration.

[0008] Further, the second acceleration is 70-80% of the third acceleration.

[0009] Furthermore, the vehicle data before the preceding vehicle is acquired by a laser radar, and the detection distance of the laser radar is not less than 300 meters.

[0010] Furthermore, in S4, a rotation angular velocity threshold is preset. When the vehicle rotation angular velocity is greater than the rotation angular velocity threshold, it is determined to be a turn; when the vehicle rotation angular velocity is less than or equal to the rotation angular velocity threshold, it is determined to be a lane change.

[0011] Furthermore, it also includes: S8. Monitor whether the recovery condition is triggered. If so, return to S1; if not, maintain the adjusted current vehicle speed. The recovery condition includes re-acquiring the preceding vehicle data, the gyroscope data showing that the vehicle is driving normally, manual recovery, or active brake release.

[0012] Another object of the present invention is to provide a pure electric vehicle control system, which aims to alleviate to a certain extent the sudden acceleration and deceleration imagination that may be caused by the loss of the preceding vehicle target during adaptive cruising, thereby improving comfort and safety.

[0013] To achieve the above object, the present invention adopts the following technical solutions: A pure electric vehicle control system, comprising: A detection module, used to obtain vehicle driving data of the preceding vehicle target; A gyroscope is used to obtain the driving posture information of the vehicle, including direction deviation information and inclination change information; The adjustment module is electrically connected to the detection module and the gyroscope, obtains monitoring information of the detection module and the gyroscope and executes the above-mentioned pure electric vehicle control method.

[0014] Another object of the present invention is to provide a pure electric vehicle control device, which is mounted on a pure electric vehicle and aims to alleviate to a certain extent the sudden acceleration and deceleration that may be caused by the loss of the preceding vehicle target during adaptive cruising, thereby improving comfort and safety.

[0015] To achieve the above object, the present invention adopts the following technical solutions: A vehicle control device comprises: a processor, a memory, and a vehicle control program stored in the memory and executable in the processor. When the vehicle control program is executed by the processor, the pure electric vehicle control method as described above is executed.

[0016] Another object of the present invention is to provide a computer-readable storage medium, which controls the vehicle by reading the vehicle controller, aiming to alleviate to a certain extent the sudden acceleration and deceleration imagination that may be caused by the loss of the preceding vehicle target during adaptive cruising, thereby improving comfort and safety.

[0017] To achieve the above object, the present invention adopts the following technical solutions: A computer-readable storage medium stores a vehicle control program, which implements the above-mentioned pure electric vehicle control method when executed.

[0018] After adopting the above technical solution, the present invention has the following advantages compared with the background technology: 1. The present invention can effectively judge the state of the vehicle when the front vehicle target is lost, judge whether the vehicle is entering a curve, and automatically reduce the cornering speed according to the cornering state, so as to avoid the sudden acceleration of the adaptive cruise causing the vehicle to run out of the curve, thereby improving safety; 2. When predicting the position of the preceding vehicle, the present invention does not calculate the position based solely on the last speed and acceleration of the preceding vehicle before it disappears, but predicts the driving habits of the preceding vehicle through the vehicle driving data of the preceding vehicle in a number of cycles to obtain the preceding vehicle position with a higher confidence, thereby taking into account both safety and speed regulation rate; 3. When adjusting the speed of the vehicle, the present invention further adjusts the confidence of the driving habits of the preceding vehicle by obtaining vehicle data on whether there is a preceding vehicle, thereby further improving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the overall process of the pure electric vehicle control method of the present invention; Figure 2 A schematic diagram of a process for predicting the distance between a preceding vehicle and a vehicle according to the present invention; Figure 3 A schematic diagram of a process for adjusting the vehicle speed of the present invention; Figure 4 It is a topological schematic diagram of the composition of the pure electric vehicle control system of the present invention; Figure 5 It is a schematic diagram of the topology of the pure electric vehicle control device of the present invention. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0021] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined. Example

[0022] Please refer to Figure 1 As shown, the present invention discloses a pure electric vehicle control method, which includes: S1, turn on adaptive cruise control and set the cruise speed; S2, determine whether the preceding vehicle target is lost, if so, execute S3; if not, return to S1; S3, obtaining gyroscope data to determine whether the vehicle direction has deviated, if so, executing S4, if not, executing S6; S4, judging whether the vehicle is turning according to the gyroscope data, if so, executing S5; if not, returning to S1; S5: Is it less than the cornering speed limit? If so, execute S7; if not, reduce to the cornering speed and return to S1 after correcting the direction; S6, judging whether the vehicle inclination is abnormal according to the gyroscope data, if so, executing S7; if not, reminding manual takeover; S7. Acquire the vehicle driving data before the front vehicle target is lost, predict the distance between the front vehicle target and the vehicle, and adjust the vehicle speed according to the prediction result.

[0023] Among them, the adaptive cruise can be ordinary adaptive cruise or full-speed adaptive cruise, which is not specifically limited in this application.

[0024] The preceding vehicle target loss described in S2 refers to the sudden loss of the preceding vehicle monitoring data in the last cycle among several following cycles.

[0025] In S3, whether the vehicle deviates (ie, the vehicle deviates from its body axis relative to the previous moment) is determined by a preset deviation threshold, such as 5-7°.

[0026] Correspondingly, after determining that the vehicle has deviated, in S4, a preset rotation angular velocity threshold is used. When the vehicle rotation angular velocity is greater than the rotation angular velocity threshold, it is determined to be a turn; when the vehicle rotation angular velocity is less than or equal to the rotation angular velocity threshold, it is determined to be a lane change.

[0027] Specifically, when a vehicle turns, the gyroscope measures the vehicle's angular velocity of rotation around the Z axis perpendicular to the ground. The magnitude and direction of this angular velocity will vary with the radius and speed of the turn. A vehicle changing lanes usually involves a smooth transition from one lane to another. During this process, the vehicle's driving path will change, but it will not be accompanied by obvious rotational movement. Therefore, by judging the rotational angular velocity threshold, it is possible to determine whether the vehicle is changing lanes or turning. The size setting of the rotational angular velocity threshold is related to the specific vehicle model length, minimum turning radius and movement speed. This application does not make specific limitations on the rotational angular velocity, and specific calibration and confirmation can be performed based on turning experiments of actual vehicle models at different curvatures.

[0028] Therefore, after the vehicle deviates, it determines whether it is turning or changing lanes normally. If it is a normal lane change, it is because the leading vehicle target is lost due to the active lane change. At this time, it returns to S1 to continue to execute adaptive cruise control and accelerates and decelerates according to the default logic of adaptive cruise control.

[0029] If it is judged as a curve, it is further predicted whether the current vehicle speed is less than the curve speed limit. If so, after entering the curve, the vehicle accelerates due to the loss of the front vehicle target. At this time, the position of the front vehicle must be predicted to adjust the current vehicle speed.

[0030] If not, reduce to the cornering speed to ensure safety, and return to S1 after the direction is corrected. In other words, return to S1 after the vehicle has finished cornering. The cornering speed limit here can obtain the curve information through the on-board navigation, or obtain the speed limit information indicated on the road sign through the on-board traffic sign recognition system. It can also predict the cornering speed limit of the curve through the current vehicle speed and rotation angle combined with the calibration information of the specific vehicle model. It is easy to understand that the cornering speed limit can be obtained in many ways, but it does not indicate the cornering speed limit such as navigation and road signs, that is, the actual value when the vehicle of this application executes the cornering speed limit. The vehicle of this application can be adjusted up and down based on the cornering speed limit mark or the theoretical cornering speed limit through actual vehicle calibration according to the vehicle performance and model of the specific vehicle, on the premise of meeting the provisions of the traffic law and safety requirements.

[0031] In S6, when the vehicle has not deviated, it is determined whether the vehicle's inclination angle is abnormal based on the gyroscope data, wherein whether the vehicle's inclination angle is abnormal is set based on the inclination angle threshold. According to highway engineering technical standards, the maximum longitudinal slope of highways at all levels should not be greater than 3%-9%. However, since the installation positions of the detection radars of the adaptive cruise systems of different vehicle models are high and low, they cannot monitor the different inclination angles of the vehicle in front on undulating sections. Therefore, this application does not make a specific limitation on the inclination angle threshold, and it can be calibrated and determined within the slope range of 3%-9% according to the specific vehicle model.

[0032] When the vehicle's inclination angle is normal, it means that the vehicle is neither turning nor on a slope. At this time, the sudden disappearance of the vehicle in front may be that the vehicle in front suddenly turns into a slope while the vehicle keeps going straight; or there is a failure in the radar device; or other unpredictable reasons. At this time, it is reminded to take over manually to confirm whether to continue adaptive cruise.

[0033] Please refer to Figure 2 As shown, the predicted distance between the preceding vehicle target and the vehicle in S7 specifically includes: S71, obtaining vehicle driving data for several consecutive cycles before the preceding vehicle target is lost, and identifying whether there are multiple braking behaviors. If so, executing S72; if not, executing S73; S72, obtaining the braking record, obtaining the braking speed value corresponding to the braking end time, and cleaning the abnormal data; then determining whether there is available data, if so, calculating the expected speed value according to the average of the cleaning braking speed values, predicting the distance between the preceding vehicle and the vehicle according to the expected speed value, and then executing S74; S73, obtaining the average speed of each cycle and the speed when the loss occurs. If the speed when the loss occurs is higher than the average speed, predict the distance between the preceding vehicle and the vehicle based on the average speed and adjust the vehicle speed. If the speed when the loss occurs is lower than the average speed, predict the distance between the preceding vehicle and the vehicle based on the speed before the loss, and then execute S74. S74. Adjust the speed of the vehicle according to the predicted distance between the preceding vehicle and the vehicle. The vehicle driving data for several consecutive cycles before the preceding vehicle target is lost is obtained. In a feasible example, the acquisition cycle is 4-8 cycles, each cycle is 3-5S, that is, a total of 12-40S of preceding vehicle data is obtained.

[0034] Among them, the brake record can be obtained by the on-board camera to identify the brake lights of the target vehicle in front, or by the ACC adaptive cruise control when it detects that the target vehicle has decelerated. When a user is driving a vehicle, generally speaking, his driving habits are fixed. For example, he is used to driving at a certain speed. This speed is not a specific value, but a stable value within a certain period. That is, within a certain period, he will have a psychological expected driving speed. This expected driving speed may be higher or lower than the speed limit, but in a short period of time, this expected driving speed is relatively stable.

[0035] The confidence level can still be improved by simply extrapolating the average value within each cycle. This is mainly because the driver may be accelerating during driving. Rapid acceleration can be removed through data cleaning. However, normal acceleration is difficult to identify through data cleaning, and it is also difficult to more accurately characterize the driver's expected driving speed.

[0036] The braking speed value at the end of braking is more likely to be a speed correction behavior taken after speeding up occurs or the driver finds that the speed exceeds the expected driving speed. Therefore, it can more accurately represent the driver's expected driving speed. Even if it is active braking due to other circumstances, it shows that it is the speed limit objectively allowed by the road at this time.

[0037] Therefore, when there are multiple braking records, obtain the braking records, obtain the braking speed value at the corresponding braking end time, and then clean the abnormal data therein, such as the braking speed value that is significantly lower than other braking speed values, the braking speed value that is significantly lower than the lowest speed in the monitoring period, etc.; then determine whether there is available data, that is, determine whether the number of samples is sufficient. Generally speaking, the number of samples needs to have at least two or more to avoid misleading caused by occasional behavior. If so, calculate the expected speed value based on the average of the cleaning braking speed values, predict the distance between the preceding vehicle and the vehicle based on the expected speed value, and then execute S74. Among them, the distance between the preceding vehicle and the vehicle can be predicted by using the distance value when the preceding vehicle disappears as the base value, and the difference between the expected speed value of the preceding vehicle and the current speed value of the vehicle and the product of the disappearance time as the deduction value for calculation.

[0038] When there are no multiple braking records, the distance between the preceding vehicle and the vehicle is predicted by obtaining the average speed of each cycle and the speed of the preceding vehicle when it is lost. Here, the present application has also made improvements. If the speed when it is lost is higher than the average speed of each cycle, at this time, since it is predicted that the preceding vehicle has entered a curve or an undulating section, it is more likely to be accompanied by deceleration behavior in the next cycle due to the deterioration of the road conditions. Therefore, at this time, the average speed is used as the predicted speed of the preceding vehicle to predict the distance between the preceding vehicle and the vehicle. If the speed when it is lost is lower than the average speed, it is more likely that the driver has already slowed down in advance to cope with the changing road conditions according to the road conditions. At this time, the distance between the preceding vehicle and the vehicle is predicted according to the speed before the loss; in this way, safety is improved and driving efficiency is avoided to be too low.

[0039] Please refer to Figure 3 As shown, in this application, adjusting the speed of the vehicle specifically includes: S741, determine whether it is necessary to speed up, if so, execute S742; if not, decelerate according to a preset first acceleration, the first acceleration is 0 or negative acceleration; S742. Obtain vehicle driving data for several consecutive cycles before the front vehicle target is lost, and identify whether vehicle data before the front vehicle is found in the safe distance of the vehicle driving data. If so, accelerate according to the preset second acceleration; if not, accelerate according to the preset third acceleration; the second acceleration and the third acceleration are both positive values, and the second acceleration is less than the third acceleration.

[0040] Among them, the first acceleration and the third acceleration are not fixed values. They are related to the current vehicle speed, the difference between the current vehicle speed and the set cruising speed, and the driving mode (comfort, standard, sport). There is no specific limitation here, and they can be set by referring to the parameters pre-set by the car company's adaptive cruise system.

[0041] When predicting that the vehicle needs to speed up, the present application further improves the confidence of adjusting the speed and enhances its safety by identifying the vehicle data before the preceding vehicle from the vehicle driving data within a number of consecutive cycles before the preceding vehicle target is lost.

[0042] It is easy to understand that the vehicle in front of the front vehicle, that is, the previous vehicle traveling in front of the front vehicle target, can be identified by laser radar, that is, when following the front vehicle, dynamic object monitoring data at a farther distance is found, and this data is the vehicle data before the front vehicle. When a vehicle is driving on a highway, when the speed exceeds 100 kilometers per hour, it should maintain a distance of more than 100 meters from the front vehicle in the same lane. When the speed is less than 100 kilometers per hour, the distance from the front vehicle in the same lane can be appropriately shortened, but the minimum distance shall not be less than 50 meters. That is, when the required safety distance is maintained between the vehicle and the front vehicle, and between the front vehicle and the vehicle in front of the front vehicle, the distance between the vehicle and the vehicle in front of the front vehicle is expected to be 200 meters, and the detection distance of general automotive-grade laser radar can reach 400 meters, and some can reach 500 meters, which can cover such a detection distance. In this application, the detection distance of the laser radar is not less than 300 meters.

[0043] When the front vehicle is driving, if there is a vehicle ahead of the front vehicle within the safety distance in front of it, it means that the front vehicle may be accelerated or decelerated due to the driving behavior of the vehicle ahead of it. If there is no vehicle ahead of the front vehicle within the safety distance of the front vehicle, it more reflects the real driving habits of the driver of the front vehicle. Therefore, this application assigns different accelerations according to different situations. In a feasible example, the second acceleration is 70-80% of the third acceleration. In other words, when there is no vehicle ahead of the front vehicle within the safety distance of the front vehicle, a higher confidence is given to the predicted distance, allowing it to accelerate according to the acceleration preset by the adaptive cruise system; and when there is a vehicle ahead of the front vehicle within the safety distance of the front vehicle, a lower confidence is given, and a slightly lower acceleration is used for acceleration to improve safety.

[0044] Please refer to Figure 1 As shown, further, the present application also includes S8: monitoring whether the recovery condition is triggered, if so, returning to S1, if not, maintaining the adjusted current vehicle speed; the recovery condition includes reacquisition of the preceding vehicle data, gyroscope data showing that the vehicle is driving normally, manual recovery or one of active braking release.

[0045] Please refer to Figure 4 As shown, another object of the present invention is to provide a pure electric vehicle control system, which includes: A detection module, used to obtain vehicle driving data of the preceding vehicle target; A gyroscope is used to obtain the driving posture information of the vehicle, including direction deviation information and inclination change information; The adjustment module is electrically connected to the detection module and the gyroscope, obtains monitoring information of the detection module and the gyroscope and executes the above-mentioned pure electric vehicle control method to adjust the adaptive cruise control module.

[0046] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can refer to the partial description of the method embodiments. The device embodiments described above are merely schematic, wherein the modules described as separate components may or may not be physically separated, and the components displayed as modules may or may not be physical modules, that is, they may be located in one place, or they may be distributed on multiple modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the disclosed scheme. Those of ordinary skill in the art can understand and implement it without paying creative labor.

[0047] The specific details of the implementation process of the functions and effects of each module in the above-mentioned device can be found in the implementation process of the corresponding steps in the above-mentioned method, which will not be repeated here.

[0048] Please refer to Figure 5 As shown, another object of the present invention is to provide a pure electric vehicle control device, which includes: a processor, a memory, and a vehicle control program stored in the memory and executable in the processor, and when the vehicle control program is executed by the processor, the pure electric vehicle control method as described above is executed.

[0049] Correspondingly, the present invention also discloses a computer-readable storage medium, on which a vehicle control program is stored, and the vehicle controller reads the program to execute the above-mentioned pure electric vehicle control method.

[0050] It should be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. Computer-usable storage media include permanent and non-permanent, removable and non-removable media, and information storage may be implemented by any method or technology. Information may be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include but are not limited to: phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0051] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0052] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0053] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0054] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A pure electric vehicle control method, characterized in that: include: S1, turn on adaptive cruise control and set the cruise speed; S2, determine whether the front vehicle target is lost, if so, execute S3; If not, return to S1; S3, obtaining gyroscope data to determine whether the vehicle direction has deviated, if so, executing S4, if not, executing S6; S4, judging whether the vehicle is turning according to the gyroscope data, if so, executing S5; if not, returning to S1; S5: Is it less than the cornering speed limit? If so, execute S7; if not, reduce to the cornering speed and return to S1 after correcting the direction; S6, judging whether the vehicle inclination is abnormal according to the gyroscope data, if so, executing S7; if not, reminding manual takeover; S7, obtaining the vehicle driving data before the front vehicle target is lost, predicting the distance between the front vehicle target and the vehicle, and adjusting the vehicle speed according to the prediction result; S71, obtaining vehicle driving data for several consecutive cycles before the preceding vehicle target is lost, and identifying whether there are multiple braking behaviors. If so, executing S72; if not, executing S73; S72, obtaining the braking record, obtaining the braking speed value corresponding to the braking end time, and cleaning the abnormal data; then determining whether there is available data, if so, calculating the expected speed value according to the average of the cleaning braking speed values, predicting the distance between the preceding vehicle and the vehicle according to the expected speed value, and then executing S74; S73, obtaining the average speed of each cycle and the speed when the loss occurs. If the speed when the loss occurs is higher than the average speed, predict the distance between the preceding vehicle and the vehicle based on the average speed and adjust the vehicle speed. If the speed when the loss occurs is lower than the average speed, predict the distance between the preceding vehicle and the vehicle based on the speed before the loss, and then execute S74. S74. Adjust the speed of the vehicle according to the predicted distance between the vehicle in front and the vehicle.

2. The pure electric vehicle control method according to claim 1, characterized in that: Adjusting the vehicle speed includes: S741, determine whether it is necessary to speed up, if so, execute S742; if not, decelerate according to a preset first acceleration, the first acceleration is 0 or negative acceleration; S742. Obtain vehicle driving data for several consecutive cycles before the front vehicle target is lost, and identify whether vehicle data before the front vehicle is found in the safe distance of the vehicle driving data. If so, accelerate according to the preset second acceleration; if not, accelerate according to the preset third acceleration; the second acceleration and the third acceleration are both positive values, and the second acceleration is less than the third acceleration.

3. The pure electric vehicle control method according to claim 2, characterized in that: The second acceleration is 70-80% of the third acceleration.

4. The pure electric vehicle control method according to claim 2, characterized in that: The vehicle data before the preceding vehicle is acquired through a laser radar, and the detection distance of the laser radar is not less than 300 meters.

5. The pure electric vehicle control method according to claim 1, characterized in that: In S4, a rotation angular velocity threshold is preset. When the vehicle rotation angular velocity is greater than the rotation angular velocity threshold, it is determined to be a turn; when the vehicle rotation angular velocity is less than or equal to the rotation angular velocity threshold, it is determined to be a lane change.

6. The pure electric vehicle control method according to claim 1, characterized in that: Also includes: S8. Monitor whether the recovery condition is triggered. If so, return to S1; if not, maintain the adjusted current vehicle speed. The recovery condition includes re-acquiring the preceding vehicle data, the gyroscope data showing that the vehicle is driving normally, manual recovery, or active brake release.

7. A pure electric vehicle control system, characterized in that: include: A detection module, used to obtain vehicle driving data of the preceding vehicle target; A gyroscope is used to obtain the driving posture information of the vehicle, including direction deviation information and inclination change information; The adjustment module is electrically connected to the detection module and the gyroscope, obtains monitoring information of the detection module and the gyroscope and executes the pure electric vehicle control method as described in any one of claims 1-6.

8. A vehicle control device, characterized in that: include: A processor, a memory, and a vehicle control program stored in the memory and executable in the processor, wherein when the vehicle control program is executed by the processor, the pure electric vehicle control method as described in any one of claims 1 to 6 is executed.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a vehicle control program, and when the vehicle control program is executed, the pure electric vehicle control method according to any one of claims 1 to 6 is implemented.

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