A pure electric vehicle control method, system, device and medium

Abstract

The present invention discloses a pure electric vehicle control method, system, equipment and medium. In the control method, by obtaining vehicle posture information, it is determined whether the vehicle is in a turning state or an undulating state, and then a corresponding execution judgment is made. At the same time, when predicting the position of the leading vehicle, a multiple verification mechanism combining braking and average value is combined to improve the confidence of the prediction result, ensuring safety and comfort while taking into account driving efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and particularly relates to a control method, system, device and medium for a pure electric vehicle. Background Art

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

[0003] Currently, 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 multi-curved sections, it may quickly accelerate to the cruise speed due to the sudden disappearance of the vehicle ahead target, and then suddenly decelerate due to being too close to the vehicle ahead when re-identifying the vehicle ahead when entering the corresponding section, thus reducing the comfort and bringing a bad experience due to frequent acceleration and deceleration. At the same time, when the vehicle actively turns into a curve and the vehicle ahead target is lost, it may also cause potential hazards due to the sudden acceleration of the vehicle after entering the curve without manual takeover of the vehicle. For medium and large-sized vehicles, this bad experience is further amplified due to factors such as large vehicle weight and many passengers.

[0004] Compared with traditional fuel vehicles, pure electric vehicles have a more stable power supply system, which is beneficial to the stable operation of electronic control components and sensors. At the same time, their speed regulation and braking response speeds 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 control method for a pure electric vehicle, aiming to alleviate, to a certain extent, the sudden acceleration and sudden deceleration phenomena that may be caused by the loss of the vehicle ahead target during adaptive cruise of current vehicles, and improve comfort and safety.

[0006] To achieve the above purpose, the present invention adopts the following technical solutions:

[0007] A control method for a pure electric vehicle, which includes:

[0008] S1. Turn on adaptive cruise and set the cruise speed;

[0009] S2. Judge whether the vehicle ahead target is lost. If so, execute S3; if not, return to S1;

[0010] S3. Obtain gyroscope data and judge whether the vehicle direction deviates. If so, execute S4; if not, execute S6;

[0011] S4. Determine whether the vehicle is turning based on the gyroscope data. If so, execute S5; if not, return to S1.

[0012] S5. Is it less than the cornering speed limit? If so, execute S7; if not, reduce the speed to the cornering speed and return to S1 after direction correction.

[0013] S6. Determine whether the vehicle inclination angle is abnormal based on the gyroscope data. If so, execute S7; if not, remind the operator to take over.

[0014] S7. Obtain the vehicle driving data before the leading vehicle target is lost, predict the distance between the leading vehicle target and the vehicle, and adjust the vehicle speed according to the prediction result.

[0015] S71. Obtain the vehicle driving data in several consecutive cycles before the leading vehicle target is lost, and identify whether there are multiple braking behaviors. If so, execute S72; if not, execute S73.

[0016] S72. Obtain the braking records, obtain the braking speed value at the corresponding braking end time, and clean the abnormal data. Then judge whether there is available data. If so, calculate the expected speed value according to the average value of the cleaned braking speed values, predict the distance between the leading vehicle and the vehicle according to the expected speed value, and then execute S74.

[0017] S73. Obtain the average speed of each cycle and the speed at the time of loss. If the speed at the time of loss is higher than the average speed, predict the distance between the leading vehicle and the vehicle according to the average speed and adjust the vehicle speed of the vehicle; if the speed at the time of loss is lower than the average speed, predict the distance between the leading vehicle and the vehicle according to the speed before loss, and then execute S74.

[0018] S74. Adjust the vehicle speed according to the predicted distance between the leading vehicle and the vehicle.

[0019] Further, adjusting the vehicle speed includes:

[0020] S741. Judge whether speed increase is needed. If so, execute S742; if not, decelerate at a preset first acceleration, and the first acceleration is 0 or a negative acceleration.

[0021] S742. Obtain the vehicle driving data in several consecutive cycles before the leading vehicle target is lost, and identify whether the vehicle data before the leading vehicle is found within the safe distance of the vehicle driving data. If so, increase the speed at a preset second acceleration; if not, increase the speed at a preset third acceleration; both the second acceleration and the third acceleration are positive values, and the second acceleration is less than the third acceleration.

[0022] Further, the second acceleration is 70 - 80% of the third acceleration.

[0023] Further, the vehicle data before the leading vehicle is obtained by a lidar, and the detection distance of the lidar is not less than 300 meters.

[0024] Further, in S4, a rotation angular velocity threshold is preset. When the rotation angular velocity of the vehicle is greater than the rotation angular velocity threshold, it is determined that the vehicle is turning; when the rotation angular velocity of the vehicle is less than or equal to the rotation angular velocity threshold, it is determined that the vehicle is changing lanes.

[0025] Further, it further includes:

[0026] S8. Monitor whether the recovery condition is triggered. If so, return to S1; if not, maintain the adjusted current vehicle speed. The recovery conditions include one of re-obtaining the leading vehicle data, the gyroscope data indicating that the vehicle is driving normally, manual recovery, or the release of active braking.

[0027] Another object of the present invention is to provide a pure electric vehicle control system, aiming to alleviate, to a certain extent, the sudden acceleration and sudden deceleration phenomena that may be caused by the loss of the leading vehicle target during the adaptive cruise of the current vehicle, and improve comfort and safety.

[0028] To achieve the above object, the present invention adopts the following technical solutions:

[0029] A pure electric vehicle control system, which includes:

[0030] A detection module, used to obtain the vehicle driving data of the leading vehicle target;

[0031] A gyroscope, used to obtain the driving attitude information of the vehicle itself, and the driving attitude information includes direction deviation information and inclination change information;

[0032] An adjustment module, electrically connected to the detection module and the gyroscope, obtains the monitoring information of the detection module and the gyroscope and executes the pure electric vehicle control method as described above.

[0033] Another object of the present invention is to provide a pure electric vehicle control device, which is mounted on a pure electric vehicle, aiming to alleviate, to a certain extent, the sudden acceleration and sudden deceleration phenomena that may be caused by the loss of the leading vehicle target during the adaptive cruise of the current vehicle, and improve comfort and safety.

[0034] To achieve the above object, the present invention adopts the following technical solutions:

[0035] A vehicle control device, which includes: 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, it executes the pure electric vehicle control method as described above.

[0036] Another object of the present invention is to provide a computer-readable storage medium, which controls the vehicle by being read by a vehicle controller, aiming to alleviate, to a certain extent, the phenomena of sudden acceleration and sudden deceleration that may be caused by the loss of the preceding vehicle target during adaptive cruise of the current vehicle, and improve comfort and safety.

[0037] To achieve the above object, the present invention adopts the following technical solutions:

[0038] A computer-readable storage medium, on which a vehicle control program is stored, and when the vehicle control program is executed, it realizes the pure electric vehicle control method as described above.

[0039] After adopting the above technical solutions, compared with the background technology, the present invention has the following advantages:

[0040] 1. When the target of the preceding vehicle is lost, the present invention can effectively judge the state of the vehicle itself, judge whether the vehicle enters a curve, and automatically reduce the cornering speed for the cornering state, avoiding the vehicle rushing out of the curve due to the sudden acceleration of adaptive cruise, and improving safety;

[0041] 2. When predicting the position of the preceding vehicle, the present invention does not calculate the position solely based on the last speed and acceleration of the preceding vehicle before it disappears, but predicts the driving habit of the preceding vehicle through the vehicle driving data of the preceding vehicle in several cycles, and obtains a more confident position of the preceding vehicle, so as to take into account both the speed adjustment rate while ensuring safety;

[0042] 3. When adjusting the speed of the vehicle itself, the present invention further adjusts the confidence of the driving habit of the preceding vehicle by obtaining whether there is vehicle data before the preceding vehicle, and further improves safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a schematic diagram of the overall process of the pure electric vehicle control method of the present invention;

[0044] Figure 2 It is a schematic diagram of the process of predicting the distance between the preceding vehicle and the vehicle itself of the present invention;

[0045] Figure 3 It is a schematic diagram of the process of adjusting the vehicle speed of the vehicle itself of the present invention;

[0046] Figure 4 It is a schematic diagram of the composition topology of the pure electric vehicle control system of the present invention;

[0047] Figure 5 It is a schematic diagram of the composition topology of the pure electric vehicle control device of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0048] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to 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.

[0049] In the description of the present invention, it should be understood that the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, "plural" means two or more, unless otherwise specifically defined. Embodiment

[0050] Please refer to Figure 1 As shown, the present invention discloses a pure electric vehicle control method, which includes:

[0051] S1. Turn on the adaptive cruise and set the cruise speed;

[0052] S2. Determine whether the target of the vehicle ahead is lost. If so, execute S3; if not, return to S1;

[0053] S3. Obtain the gyroscope data and determine whether the vehicle direction deviates. If so, execute S4; if not, execute S6;

[0054] S4. Determine whether the vehicle turns according to the gyroscope data. If so, execute S5; if not, return to S1;

[0055] S5. Whether it is less than the cornering speed limit. If so, execute S7; if not, reduce to the cornering speed and return to S1 after the direction is corrected;

[0056] S6. Determine whether the vehicle inclination is abnormal according to the gyroscope data. If so, execute S7; if not, remind the operator to take over;

[0057] S7. Obtain the vehicle driving data before the target of the vehicle ahead is lost, predict the distance between the target of the vehicle ahead and the vehicle, and adjust the vehicle speed according to the prediction result.

[0058] Among them, the adaptive cruise can be ordinary adaptive cruise or full-speed adaptive cruise, and the present application does not make specific limitations.

[0059] The loss of the target of the vehicle ahead described in S2 means that in several following cycles, the monitoring data of the vehicle ahead is suddenly lost in the last cycle.

[0060] In S3, it is judged whether the vehicle deviates (that is, the vehicle deviates from its body axis at the previous moment) through a preset deviation threshold, such as set to 5-7°.

[0061] Correspondingly, after determining that the vehicle has deviated, in S4, based on a preset rotational angular velocity threshold, when the rotational angular velocity of the vehicle is greater than the rotational angular velocity threshold, it is determined as a turn; when the rotational angular velocity of the vehicle is less than or equal to the rotational angular velocity threshold, it is determined as a lane change.

[0062] Specifically, when the vehicle makes a turn, the gyroscope will measure the rotational angular velocity of the vehicle around the Z-axis perpendicular to the ground, and the magnitude and direction of this angular velocity will change with the turning radius and speed of the vehicle; while a vehicle lane change usually involves the vehicle smoothly transitioning from one lane to another, and during this process, the driving path of the vehicle will change, but there will be no obvious rotational motion. 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 length of the specific vehicle model, the minimum turning radius, and the moving speed. This application does not specifically limit the rotational angular velocity, and it can be specifically calibrated and confirmed according to the turning experiments of the actual vehicle model at different curvatures.

[0063] Therefore, after the vehicle has deviated, it is determined whether it is turning or making a normal lane change. If it is a normal lane change, it is because the target of the preceding vehicle is lost due to an active lane change. At this time, return to S1 to continue executing adaptive cruise control, and perform acceleration and deceleration according to the default logic of adaptive cruise control.

[0064] If it is determined to be turning, further predict whether the current vehicle speed is less than the speed limit for turning. If so, after the vehicle enters the turn, due to the loss of the target of the preceding vehicle, there is an acceleration behavior. At this time, it is necessary to predict the position of the preceding vehicle to adjust the current vehicle speed.

[0065] If not, reduce the speed to the turning speed to ensure safety, and return to S1 after the direction is corrected. In other words, return to S1 after the vehicle has completed the turn. The speed limit for turning here can be obtained through the vehicle-mounted navigation to obtain the curve information, or through the vehicle-mounted traffic sign recognition system to obtain the speed limit information marked on the road signs, or by combining the current vehicle speed and the rotation angle, and the calibration information of the specific vehicle model to predict the speed limit for turning of the curve. It is easy to understand that the speed limit for turning can be obtained through various methods, but it does not mean that the speed limits such as navigation and road sign markings are the true values when the vehicle of this application executes the speed limit for turning. The vehicle of this application can make certain upward and downward adjustments and fluctuations based on the speed limit for turning markings or the theoretical speed limit for turning through actual vehicle calibration according to the vehicle performance and vehicle model of the specific vehicle, on the premise of meeting the requirements of traffic laws and safety requirements.

[0066] In S6, when the vehicle does not deviate, it is determined whether the vehicle inclination angle is abnormal according to the gyroscope data. Here, whether the vehicle inclination angle is abnormal is set according to an inclination threshold. According to the highway engineering technical standard, the maximum longitudinal slope of each level of highway should not be greater than 3%-9%. However, due to the different installation positions of the detection radars of the adaptive cruise systems of different vehicle models, which are high or low, their inclination angles of the preceding vehicle cannot be monitored in undulating sections. Therefore, this application does not specifically limit the inclination threshold, and it can be calibrated and determined within the slope range of 3%-9% according to the specific vehicle model.

[0067] When the vehicle inclination angle is normal, it means that the vehicle is neither turning nor on a slope start section. At this time, the sudden disappearance of the preceding vehicle target may be that the preceding vehicle suddenly turns into a ramp while the vehicle keeps going straight; or the radar device fails; or there are other unpredictable reasons. At this time, it is reminded to manually take over to confirm whether to continue the adaptive cruise.

[0068] Please refer to Figure 2 As shown, predicting the distance between the preceding vehicle target and the vehicle in S7 specifically includes:

[0069] S71. Obtain the vehicle driving data in a continuous number of cycles before the loss of the preceding vehicle target, and identify whether there are multiple braking behaviors. If so, execute S72; if not, execute S73;

[0070] S72. Obtain the braking records, obtain the braking speed value at the corresponding braking end moment, and clean the abnormal data; then judge whether there is available data. If so, calculate the expected speed value according to the mean value of the cleaned braking speed values, predict the distance between the preceding vehicle and the vehicle according to the expected speed value, and then execute S74;

[0071] S73. Obtain the average speed of each cycle and the speed at the time of loss. If the speed at the time of loss is higher than the average speed, predict the distance between the preceding vehicle and the vehicle according to the average speed, and adjust the vehicle speed; if the speed at the time of loss is lower than the average speed, predict the distance between the preceding vehicle and the vehicle according to the speed before loss, and then execute S74;

[0072] S74. Adjust the vehicle speed according to the predicted distance between the preceding vehicle and the vehicle. Among them, obtain the vehicle driving data in a continuous number of cycles before the loss of the preceding vehicle target. In a feasible example, the acquisition cycle is 4-8 cycles, and each cycle is 3-5S, that is, a total of 12-40S of preceding vehicle data is obtained.

[0073] Among them, the braking record can be obtained by the in-vehicle camera identifying the lighting condition of the brake lights of the preceding vehicle target or when the ACC adaptive cruise detects a deceleration behavior of the target vehicle. When a user is driving a vehicle, generally speaking, their driving habit is fixed. For example, they are used to driving at a certain speed, which is not a specific value but a stable value within a certain period. That is, within a certain period, they have a psychological expected driving speed. This driving expected speed may be higher or lower than the speed limit value, but within a short period, this driving expected speed is relatively stable.

[0074] Simply inferring based on the average value in each period, there is still room for improvement in its confidence level. Mainly during the driver's driving process, there may be acceleration behaviors. Abnormal acceleration behaviors can be removed through data cleaning, but normal acceleration behaviors are difficult to identify through data cleaning and are also difficult to more accurately characterize the driver's driving expected speed.

[0075] The braking speed value at the end of braking is more likely to be a speed correction behavior taken after the vehicle speeds up or the driver discovers that they have exceeded the driving expected speed. Therefore, it can more accurately characterize the driver's driving expected speed; even if the active braking is caused by other situations, it also indicates the speed limit value objectively allowed on the road at this time.

[0076] Therefore, when there are multiple braking records, obtain the braking records, obtain the braking speed values at the corresponding end times of braking, and then clean the abnormal data, 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 within the monitoring period, etc.; then determine whether there is available data, that is, determine whether the sample size is sufficient. Generally speaking, the sample size needs to be at least two or more to avoid being misled by occasional behaviors. If there is, calculate the expected speed value based on the mean of the cleaned 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, to predict the distance between the preceding vehicle and the vehicle, the distance value when the preceding vehicle disappears can be used as the base value, and the product of the difference between the expected speed value of the preceding vehicle and the current speed value of the vehicle and the disappearance time can be used as the deduction value for calculation.

[0077] When there are no multiple braking records, the distance between the leading vehicle and the host vehicle is predicted by obtaining the average speed of each cycle and the speed at the time when the leading vehicle is lost. Here, the present application also makes improvements. If the speed at the time of loss is higher than the average speed of each cycle, at this time, since it is predicted that the leading vehicle has entered a curved road section or an undulating road section, for the deterioration of the road conditions, it is more likely to be accompanied by a deceleration behavior in the next cycle. Therefore, at this time, the average speed is used as the predicted speed of the leading vehicle to predict the distance between the leading vehicle and the host vehicle. If the speed at the time of loss is lower than the average speed, it is more likely that the driver has already decelerated in advance according to the road conditions to cope with the changing road conditions. At this time, the distance between the leading vehicle and the host vehicle is predicted according to the speed before the loss; in this way, both the safety is improved and the driving efficiency is prevented from being too low.

[0078] Please refer to Figure 3 As shown, in the present application, adjusting the speed of the host vehicle specifically includes:

[0079] S741. Determine whether acceleration is required. If so, execute S742; if not, decelerate at a preset first acceleration, and the first acceleration is 0 or a negative acceleration;

[0080] S742. Obtain the vehicle driving data of the leading vehicle in a continuous number of cycles before the leading vehicle target is lost, and identify whether the vehicle data before the leading vehicle is found in the safe distance of the vehicle driving data. If so, accelerate at a preset second acceleration; if not, accelerate at a preset third acceleration; both the second acceleration and the third acceleration are positive values, and the second acceleration is less than the third acceleration.

[0081] Among them, the first acceleration and the third acceleration are not fixed values, which are related to the current vehicle speed, the difference between the current vehicle speed and the set cruise speed, and the driving mode (comfortable, standard, sport), etc. Here, no specific limitation is required, and it can be set according to the parameters preset by the vehicle enterprise's adaptive cruise system.

[0082] When the present application predicts that the host vehicle needs to accelerate, identifying the vehicle data before the leading vehicle in the vehicle driving data of the leading vehicle in a continuous number of cycles before the leading vehicle target is lost is to further improve the confidence of speed adjustment and enhance its safety.

[0083] It is easy to understand that the vehicle in front of the leading vehicle is the previous vehicle that is traveling in front of the leading vehicle's target. Its identification can be achieved through lidar. That is, when following the leading vehicle, dynamic object monitoring data at a farther distance is detected, and this data is the data of the vehicle in front of the leading vehicle. When a vehicle is traveling on a highway and its speed exceeds 100 kilometers per hour, it should maintain a distance of more than 100 meters from the vehicle in the same lane in front. When the speed is lower than 100 kilometers per hour, the distance from the vehicle in the same lane in front can be appropriately shortened, but the minimum distance shall not be less than 50 meters. That is, when the required safety distances are maintained both between the vehicle and the leading vehicle and between the leading vehicle and the vehicle in front of the leading vehicle, the distance between the vehicle and the vehicle in front of the leading vehicle is expected to be 200 meters. Generally, the detection distance of automotive-grade lidar 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 lidar is not less than 300 meters.

[0084] When the leading vehicle is traveling, if there is a vehicle in front of the leading vehicle within its front safety distance, it indicates that the leading vehicle may accelerate or decelerate due to the driving behavior of the vehicle in front of the leading vehicle. If there is no vehicle in front of the leading vehicle within its safety distance, it more represents the real driving habit of the leading vehicle driver. 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 in front of the leading vehicle within its safety distance, a higher confidence level is given to the predicted distance, and it is allowed to accelerate according to the acceleration preset by the adaptive cruise control system; when there is a vehicle in front of the leading vehicle within its safety distance, a lower confidence level is given, and a slightly lower acceleration is used for acceleration to improve safety.

[0085] Please refer to Figure 1 As shown, further, this application 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 conditions include one of re-acquiring the leading vehicle data, the gyroscope data indicating normal vehicle travel, manual recovery, or active braking release.

[0086] Please refer to Figure 4 As shown, another object of the present invention is to provide a pure electric vehicle control system, which includes:

[0087] A detection module for acquiring the vehicle travel data of the leading vehicle target;

[0088] A gyroscope for acquiring the driving attitude information of the vehicle itself, and the driving attitude information includes direction deviation information and inclination change information;

[0089] An adjustment module, electrically connected to the detection module and the gyroscope, acquires the monitoring information of the detection module and the gyroscope and executes the pure electric vehicle control method as described above to adjust the adaptive cruise control module.

[0090] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to the descriptions in the method embodiments. The device embodiments described above are only illustrative. The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical modules. That is, they may be located in one place or distributed to multiple modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the present disclosure. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0091] For the specific details of the implementation process of the functions and roles of each module in the above device, refer to the implementation process of the corresponding steps in the above method, which will not be elaborated here.

[0092] 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. When the vehicle control program is executed by the processor, it executes the pure electric vehicle control method as described above.

[0093] Correspondingly, the present invention also discloses a computer-readable storage medium, on which a vehicle control program is stored. By being read by a vehicle controller, it executes the pure electric vehicle control method as described above.

[0094] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can 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.) that contain computer-usable program code. Computer-usable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. The information can be computer-readable instructions, data structures, program modules, 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 technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette tapes, magnetic disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information accessible by a computing device.

[0095] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present invention. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of flows 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 the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0096] These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing devices to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured product including instruction means that implement the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0097] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus, causing a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process, such that the instructions executed on the computer or other programmable apparatus provide steps for implementing the functions specified in a process Figure 1 one process or a plurality of processes and / or boxes Figure 1 steps of the functions specified in one box or a plurality of boxes.

[0098] 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 should not be construed as limiting the present invention. Those of ordinary skill in the art may make variations, modifications, substitutions, and alterations within the scope of the present invention to the above embodiments.

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 preceding vehicle target is lost, if so, execute S3; If not, return to S1; S3. Obtain gyroscope data to determine whether the vehicle direction has deviated. If so, execute S4; if not, execute S6. S4. Determine whether the vehicle is turning based on the gyroscope data. If so, execute S5; if not, return to S1; S5: Is the speed lower than the cornering speed limit? If so, execute S7; if not, reduce the speed to the cornering speed and return to S1 after correcting the direction. S6. Determine whether the vehicle's inclination is abnormal based on the gyroscope data. If so, execute S7; if not, prompt manual takeover. S7, obtaining the vehicle's driving data before the preceding vehicle target is lost, predicting the distance between the preceding vehicle target and the vehicle, and adjusting the vehicle speed based on 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, execute S72; if not, execute S73; S72. Obtain the braking record, obtain the braking speed value corresponding to the braking end moment, and clean up the abnormal data; then determine whether there is available data. If so, calculate the expected speed value based on the average of the cleaned braking speed values, and predict the distance between the preceding vehicle and the vehicle based on the expected speed value, and then execute S74; S73. Obtain the average speed of each cycle and the speed at the time of loss. If the speed at the time of loss 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's speed. If the speed at the time of loss 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 based on the predicted distance between the preceding vehicle and the vehicle. Adjusting the vehicle's speed includes: S741: Determine whether acceleration is required. If so, execute S742; if not, decelerate according to a preset first acceleration, which is 0 or negative. S742. Obtain vehicle driving data for several consecutive cycles before the preceding vehicle target is lost, and identify whether the preceding vehicle data is found within the safe distance of the vehicle driving data. If so, accelerate according to a preset second acceleration; if not, accelerate according to a preset third acceleration; the second acceleration and the third acceleration are both positive values, and the second acceleration is less than the third acceleration.

2. The pure electric vehicle control method according to claim 1, characterized in that: The second acceleration is 70-80% of the third acceleration.

3. The pure electric vehicle control method according to claim 1, characterized in that: The preceding vehicle data is obtained via a laser radar, and the detection range of the laser radar is not less than 300 meters.

4. 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.

5. The pure electric vehicle control method according to claim 1, characterized in that: Also includes: S8. Monitor whether a recovery condition is triggered. If so, return to S1; if not, maintain the adjusted current vehicle speed. The recovery condition includes reacquiring the preceding vehicle data, gyroscope data indicating normal vehicle driving, manual recovery, or active braking release.

6. A pure electric vehicle control system, characterized in that: include: A detection module is used to obtain vehicle driving data of the preceding vehicle target; A gyroscope is used to obtain the vehicle's driving posture information, including direction deviation information and tilt angle 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 according to any one of claims 1 to 5.

7. 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 according to any one of claims 1 to 5 is executed.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a vehicle control program, which, when executed, implements the steps of the pure electric vehicle control method according to any one of claims 1 to 5.

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