Vehicle retarding control method, device and equipment and storage medium

Abstract

The invention discloses a vehicle retarding control method, device and equipment and a storage medium, and relates to the technical field of automobiles. The method comprises the following steps: detecting an accelerator operation condition and a brake operation condition of a vehicle in response to the fact that an obtained slope value of a vehicle driving road is a negative value; in response to the accelerator operation condition, the accelerator stepping operation is converted into the accelerator releasing operation, and the first current vehicle speed of the vehicle is obtained; determining a first torque based on the first current vehicle speed, and controlling the vehicle speed of the vehicle to be within a first speed range based on the first torque; in response to the fact that the brake operation condition is brake stepping-down operation, based on the preset torque, the vehicle is subjected to speed reduction treatment; in response to the brake operation condition, the brake stepping-down operation is converted into the brake releasing operation, and the second current vehicle speed of the vehicle is obtained; and determining a second torque based on the second current vehicle speed to control the vehicle speed of the vehicle to be within a second speed range based on the second torque.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, specifically to technical fields such as vehicle control technology, and in particular to a vehicle deceleration control method, device, equipment and storage medium. Background Art

[0002] New energy electric vehicles often use the deceleration function to slow down the vehicle when going downhill, and the constant speed deceleration function can keep the vehicle speed constant.

[0003] At present, the deceleration function in the related art is to turn on the deceleration function or set the speed through the speed adjustment button on the vehicle control panel. According to the set speed, the motor control system controls the motor to enter the speed control mode, or exits the speed control mode and enters the torque control mode to control the vehicle to travel at a speed not higher than the set speed. However, the reliability of the control of vehicle driving safety in the related art is still poor. Summary of the invention

[0004] The present application provides a vehicle deceleration control method, device, equipment and storage medium, which can solve the problem of poor reliability of deceleration control during vehicle downhill driving. The technical solution is as follows:

[0005] In a first aspect, a vehicle deceleration control method is provided, the method comprising:

[0006] In response to the acquired slope value of the vehicle driving road being a negative value, detecting the throttle operation condition and the brake operation condition of the vehicle;

[0007] In response to the throttle operation condition being that the throttle depression operation is converted into the throttle release operation, acquiring a first current vehicle speed of the vehicle;

[0008] determining a first torque based on the first current vehicle speed, so as to control the vehicle speed of the vehicle to be within a first speed range based on the first torque;

[0009] In response to the brake operation being a brake pressing operation, decelerating the vehicle based on a preset torque;

[0010] In response to the brake operation condition being a brake pressing operation converted into a brake releasing operation, acquiring a second current vehicle speed of the vehicle;

[0011] Based on the second current vehicle speed, a second torque is determined to control the vehicle speed of the vehicle to be within a second speed range based on the second torque.

[0012] In a possible implementation, determining the first torque based on the first current vehicle speed includes:

[0013] Based on the first current vehicle speed, a proportional-integral-derivative controller (PID) control algorithm is used to control the torque of the motor of the vehicle;

[0014] Based on a result of the control process, the first torque is determined.

[0015] In a possible implementation, the detecting the throttle operation condition of the vehicle includes:

[0016] Obtaining a throttle depth value of the vehicle;

[0017] Based on a preset first operating condition and a throttle depth value of the vehicle, detecting and processing the throttle operation condition;

[0018] Based on the result of the detection process, the throttle operation condition is obtained.

[0019] In a possible implementation, detecting the braking operation condition of the vehicle includes:

[0020] Obtaining a braking depth value of the vehicle;

[0021] Based on a preset second operating condition and a braking depth value of the vehicle, detecting and processing the braking operation condition;

[0022] Based on the result of the detection process, the brake operation condition is obtained.

[0023] In a possible implementation, before the accelerator operation condition is converted from an accelerator pressing operation to an accelerator releasing operation, the method further includes:

[0024] In response to the accelerator operation condition being that the accelerator is not operated and the brake operation condition being that the brake is not operated, the vehicle is decelerated based on the preset torque.

[0025] In a possible implementation, after the vehicle is decelerated, the method further includes:

[0026] In response to the throttle operation condition being a throttle pressing operation, obtaining a throttle depth value;

[0027] Calculating a third torque based on the throttle depth value;

[0028] The vehicle is accelerated based on the third torque.

[0029] In a second aspect, a vehicle deceleration control device is provided, the device comprising:

[0030] a first detection unit, configured to detect a throttle operation condition and a brake operation condition of the vehicle in response to the acquired slope value of the vehicle driving road being a negative value;

[0031] A first acquisition unit, configured to acquire a first current vehicle speed of the vehicle in response to the throttle operation being converted from a throttle depression operation to a throttle release operation;

[0032] a first control unit, configured to determine a first torque based on the first current vehicle speed, so as to control the vehicle speed of the vehicle to be within a first speed range based on the first torque;

[0033] a first deceleration unit, configured to, in response to the brake operation being a brake stepping operation, decelerate the vehicle based on a preset torque;

[0034] a second acquisition unit, configured to acquire a second current vehicle speed of the vehicle in response to the brake operation being converted from a brake pressing operation to a brake releasing operation;

[0035] The second control unit is used to determine a second torque based on the second current vehicle speed, so as to control the vehicle speed of the vehicle to be within a second speed range based on the second torque.

[0036] In a third aspect, a computer-readable storage medium is provided, wherein at least one instruction is stored in the storage medium, and the at least one instruction is loaded and executed by a processor to implement the method of the above-mentioned aspect and any possible implementation manner.

[0037] In a fourth aspect, an electronic device is provided, including:

[0038] at least one processor; and

[0039] a memory communicatively connected to the at least one processor; wherein,

[0040] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method of any possible implementation manner and the aspects described above.

[0041] In a fifth aspect, a new energy vehicle is provided, comprising the electronic device as described above.

[0042] The beneficial effects of the technical solution provided by this application include at least:

[0043] It can be known from the above technical scheme that the embodiment of the present application can detect the throttle operation and brake operation of the vehicle in response to the acquired slope value of the vehicle driving road being a negative value, and in response to the throttle operation being converted from the throttle pressing operation to the throttle releasing operation, obtain the first current speed of the vehicle, and determine the first torque based on the first current speed to control the speed of the vehicle within a first speed range based on the first torque, and in response to the brake operation being the brake pressing operation, decelerate the vehicle based on a preset torque, and in response to the brake operation being converted from the brake pressing operation to the brake releasing operation, obtain the second current speed of the vehicle, and determine the second torque based on the second current speed to control the speed of the vehicle within a second speed range based on the second torque. Since the vehicle speed deceleration control during the downhill process can be achieved directly through the detected throttle operation and brake operation, it is possible to avoid setting an additional deceleration control button lever or operating lever, and the driving convenience of the driver during the downhill process can be optimized while ensuring the reliability and automation of the vehicle speed deceleration control, thereby ensuring the reliability of vehicle driving.

[0044] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0046] Figure 1 It is a flow chart of a vehicle deceleration control method provided by an embodiment of the present application;

[0047] Figure 2 It is a flow chart of a vehicle deceleration control method provided by an embodiment of the present application;

[0048] Figure 3 is a schematic diagram of a deceleration control curve under different conditions provided by another embodiment of the present application;

[0049] Figure 4 is a structural block diagram of a vehicle deceleration control device provided by yet another embodiment of the present application;

[0050] Figure 5 It is a block diagram of an electronic device used to implement the vehicle deceleration control method of an embodiment of the present application. DETAILED DESCRIPTION

[0051] The following is a description of exemplary embodiments of the present application in conjunction with the accompanying drawings, including various details of the embodiments of the present application to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present application. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0052] Obviously, the described embodiments are only part of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0053] It should be noted that the terminal devices involved in the embodiments of the present application may include but are not limited to mobile phones, personal digital assistants (PDAs), wireless handheld devices, tablet computers and other smart devices; display devices may include but are not limited to personal computers, televisions and other devices with display functions.

[0054] In addition, the term "and / or" in this article is only a description of the association relationship between the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0055] Usually, electric vehicles use the deceleration function to slow down the vehicle during downhill driving, and the constant speed deceleration function can keep the vehicle speed constant. The existing deceleration function turns on the deceleration function or sets the vehicle speed through the speed adjustment button on the vehicle control panel. According to the current vehicle speed and the set vehicle speed, the motor control system controls the motor to enter the speed control mode, or exits the speed control mode and enters the torque control mode, so that the vehicle travels at a speed not higher than the set vehicle speed. The motor outputs the braking torque to realize the vehicle deceleration process; the vehicle controller program determines whether the exit conditions of the deceleration control mode are met, and if so, exits the deceleration control mode.

[0056] However, the above method still has some problems: on the one hand, a speed adjustment button or switch needs to be added to the vehicle control panel to set the speed; on the other hand, the driver adjusts the button in real time during driving, which will cause the driver to be unable to concentrate on driving, increasing the risk of driving.

[0057] Therefore, there is an urgent need for a vehicle deceleration control method to realize automatic assistance to the driver in vehicle deceleration control during downhill driving, which can ensure driving safety and reliability.

[0058] Please refer to Figure 1 , which shows a flow chart of a vehicle deceleration control method provided by an embodiment of the present application. The vehicle deceleration control method may specifically include:

[0059] Step 101: In response to the acquired slope value of the vehicle driving road being a negative value, detecting the throttle operation and the brake operation of the vehicle.

[0060] Step 102: In response to the accelerator operation being converted from an accelerator depression operation to an accelerator release operation, a first current vehicle speed of the vehicle is obtained.

[0061] Step 103: Determine a first torque based on the first current vehicle speed, so as to control the vehicle speed to be within a first speed range based on the first torque.

[0062] Step 104: In response to the braking operation being a brake pressing operation, decelerating the vehicle based on a preset torque.

[0063] Step 105: In response to the brake operation being converted from a brake pressing operation to a brake releasing operation, a second current vehicle speed of the vehicle is obtained.

[0064] Step 106: Determine a second torque based on the second current vehicle speed, so as to control the vehicle speed to be within a second speed range based on the second torque.

[0065] It should be noted that the throttle operation status may include throttle depression operation, throttle depression operation converted to throttle release operation, throttle non-operation, etc.

[0066] It should be noted that the brake operation conditions may include a brake pressing operation, a brake pressing operation converted to a brake releasing operation, and a brake not operating.

[0067] It should be noted that the upper limit of the first speed range may be the first current vehicle speed, and the upper limit of the second speed range may be the second current vehicle speed.

[0068] It should be noted that the preset torque may be determined based on the actual vehicle condition. Here, the preset torque may be the minimum negative torque of the vehicle.

[0069] In this way, the vehicle speed deceleration control during downhill driving can be achieved directly through the detected throttle operation and brake operation conditions, and the setting of additional deceleration control button levers or operating levers can be avoided. While optimizing the driving convenience of the driver during downhill driving, the reliability of the vehicle speed deceleration control is ensured, thereby ensuring the reliability of vehicle driving.

[0070] Optionally, in a possible implementation of the present embodiment, in step 102, the torque of the motor of the vehicle can be controlled based on the first current vehicle speed using a PID control algorithm, and the first torque can be determined based on a result of the control process.

[0071] In this implementation, the first current vehicle speed may be the vehicle speed from when the accelerator is depressed to when it is released, that is, it may be the vehicle speed at the moment when the accelerator is released.

[0072] In a specific implementation process of this implementation, first, a PID control algorithm can be used based on the first current vehicle speed to perform closed-loop control processing on the torque of the motor of the vehicle. Secondly, the result of the control processing can be used as the first torque. Thirdly, the real-time vehicle speed of the vehicle can be controlled to be no greater than the first current vehicle speed based on the first torque, and a constant speed deceleration control can be performed.

[0073] It can be understood that each time the accelerator is detected to be in a state of being pressed down and then released, the control process in the above implementation can be specifically performed.

[0074] In this way, when it is detected that the throttle operation is converted from a throttle depression operation to a throttle release operation, a closed-loop control process of the motor torque can be performed based on the current vehicle speed to control the vehicle speed within the current vehicle speed, thereby further ensuring effective vehicle speed deceleration control under this operation condition.

[0075] Optionally, in a possible implementation of the present embodiment, in step 101, the throttle depth value of the vehicle may be obtained, and based on a preset first operating condition and the throttle depth value of the vehicle, the throttle operation condition may be detected and processed, and based on a result of the detection and processing, the throttle operation condition may be obtained.

[0076] In this implementation, the acquired throttle depth value of the vehicle may be a current throttle depth value acquired during a current detection cycle.

[0077] In this implementation, the preset first operating condition may include a throttle depth value greater than a first depth threshold, a throttle depth value greater than zero and less than the first depth threshold, a throttle depth value greater than zero and less than the first depth threshold, and a throttle depth value in a previous detection cycle corresponding to the throttle depth value is greater than the first depth threshold.

[0078] Preferably, here, the first depth threshold may be 2%.

[0079] In a specific implementation process of this implementation, when the throttle depth value of the vehicle is greater than the first depth threshold, the detection result can be obtained as an throttle pressing operation, and then the throttle operation condition can be obtained as an throttle pressing operation.

[0080] In another specific implementation process of this implementation, when the throttle depth value of the vehicle is greater than zero and less than the first depth threshold, the detection result can be obtained as the throttle is not operated, and then the throttle operation status can be obtained as the throttle is not operated.

[0081] In another specific implementation process of the implementation method, when the throttle depth value of the vehicle is greater than zero and less than a first depth threshold, and the throttle depth value of the previous detection cycle corresponding to the throttle depth value is greater than the first depth threshold, the result of the detection processing can be obtained as the throttle pressing operation is converted to the throttle releasing operation, and then the throttle operation condition can be obtained as the throttle pressing operation is converted to the throttle releasing operation.

[0082] In this way, the corresponding throttle operation condition can be obtained through the relationship between the throttle depth value of the vehicle and each condition in the preset first operation condition, which can improve the reliability of the detected throttle operation condition.

[0083] Optionally, in a possible implementation of the present embodiment, in step 101, the braking depth value of the vehicle may be obtained, and based on a preset second operating condition and the braking depth value of the vehicle, the braking operation condition may be detected and processed, and based on a result of the detection and processing, the braking operation condition may be obtained.

[0084] In this implementation, the obtained braking depth value of the vehicle may be a current braking depth value obtained in a current detection cycle.

[0085] In this implementation, the preset second operating condition may include a braking depth value greater than a second depth threshold, a braking depth value greater than zero and less than the second depth threshold, a braking depth value greater than zero and less than the second depth threshold, and a braking depth value of a previous detection cycle corresponding to the braking depth value is greater than the second depth threshold.

[0086] Preferably, here, the second depth threshold may be 2%.

[0087] In a specific implementation process of this implementation, when the braking depth value of the vehicle is greater than the second depth threshold, the detection result can be obtained as a brake stepping operation, and then the braking operation condition can be obtained as a brake stepping operation.

[0088] In another specific implementation process of this implementation, when the braking depth value of the vehicle is greater than zero and less than a second depth threshold, the detection processing result can be obtained as the brake not being operated, and then the braking operation status can be obtained as the brake not being operated.

[0089] In another specific implementation process of this implementation method, when the braking depth value of the vehicle is greater than zero and less than a second depth threshold, and the braking depth value of the previous detection cycle corresponding to the braking depth value is greater than the second depth threshold, the result of the detection processing can be obtained as the conversion of the brake pressing operation to the brake releasing operation, and then the braking operation status can be obtained as the conversion of the brake pressing operation to the brake releasing operation.

[0090] In this way, the corresponding braking operation condition can be obtained through the relationship between the braking depth value of the vehicle and each condition in the preset second operation condition, which can improve the reliability of the detected braking operation condition.

[0091] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle deceleration control method of this embodiment. For a detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0092] Optionally, in a possible implementation of this embodiment, after step 102, further, in response to the throttle operation condition being that the throttle is not operated and the brake operation condition being that the brake is not operated, the vehicle may be decelerated based on the preset torque.

[0093] In a specific implementation process of this implementation method, after the vehicle is decelerated, further, in response to the throttle operation being an accelerator depression operation, a throttle depth value can be obtained, and then based on the throttle depth value, a third torque can be calculated, and based on the third torque, the vehicle is accelerated.

[0094] It can be understood that, here, after the vehicle is accelerated, the vehicle can exit the mode of vehicle speed deceleration control, and based on the driver's acceleration operation, the vehicle can be controlled to travel downhill, etc.

[0095] In this way, during the downhill process, if the driver does not operate the accelerator or the brake, the vehicle speed can be directly decelerated according to the preset torque, thereby realizing automatic deceleration control.

[0096] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle deceleration control method of this embodiment. For a detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0097] Optionally, in a possible implementation of the present embodiment, in step 106, the torque of the motor of the vehicle can be controlled based on the second current vehicle speed using a PID control algorithm, and then the second torque can be determined based on a result of the control processing, and the vehicle speed can be controlled to be within a second speed range based on the second torque.

[0098] In this embodiment, the second current vehicle speed may be the vehicle speed from the time the brake is pressed down to the time the brake is released, that is, the vehicle speed at the moment when the brake is completely released.

[0099] In a specific implementation process of this implementation, first, a closed-loop control process can be performed on the torque of the motor of the vehicle using a PID control algorithm based on the second current vehicle speed. Second, the result of the control process can be used as the second torque. Third, the real-time vehicle speed of the vehicle can be controlled to be no greater than the second current vehicle speed based on the second torque, and a constant speed deceleration control can be performed.

[0100] It can be understood that each time the operation from braking to releasing the brake is detected, the control process in the above implementation can be specifically executed.

[0101] In this way, when it is detected that the brake operation is converted from a brake pressing operation to a throttle releasing operation, a closed-loop control process of the motor torque can be performed based on the current vehicle speed to control the vehicle speed within the current vehicle speed, thereby further ensuring effective vehicle speed deceleration control under this operation condition.

[0102] It should be noted that the specific implementation process provided in this implementation can be combined with the various specific implementation processes provided in the aforementioned implementation to implement the vehicle deceleration control method of this embodiment. For a detailed description, please refer to the relevant content in the aforementioned implementation, which will not be repeated here.

[0103] In order to better understand the method of the embodiment of the present application, the method of the embodiment of the present application is described below with reference to the accompanying drawings and specific application scenarios.

[0104] Figure 2 is a flow chart of a vehicle deceleration control method provided by another embodiment of the present application, such as Figure 2 In this embodiment, the vehicle deceleration control method can be applied to a vehicle controller of a vehicle, and the vehicle deceleration control method may include:

[0105] Step 201: Obtain the current slope value of the road on which the vehicle is traveling.

[0106] In this embodiment, the vehicle controller can obtain the current slope value of the vehicle by performing signal analysis on the data collected by the on-board slope sensor, and then determine whether the vehicle is in a downhill process based on the current slope value of the vehicle.

[0107] Step 202: Determine whether the current slope value is a negative value.

[0108] In this embodiment, if yes, step 203 may be executed, and if no, step 211 may be executed to enter the normal driving mode.

[0109] Step 203: When the slope of the road on which the vehicle is traveling is a negative value, the throttle operation and the brake operation of the vehicle are detected.

[0110] Step 204: When the accelerator operation status is that the accelerator is not operated and the brake operation status is that the brake is not operated, decelerate the vehicle based on the minimum negative torque of the motor of the vehicle.

[0111] In this embodiment, when the slope of the road on which the vehicle is traveling is negative, the vehicle is in the process of going downhill, and the vehicle controller can start to monitor the throttle operation and the brake operation, that is, the changes in the throttle and the brake. If the accelerator pedal and the brake pedal are not pressed at this time, the vehicle controller sends the minimum negative torque that the current motor and battery can reach to the motor controller to decelerate the vehicle.

[0112] In this embodiment, during the vehicle's downhill process, it can be determined in real time whether the vehicle is in the downhill process, and when the slope value of the road on which the vehicle is traveling is a non-negative value, the minimum negative torque control mode can be exited.

[0113] In addition, it is understandable that, in the initial stage of the vehicle entering downhill driving, if the throttle operation is detected as a throttle pressing operation, the throttle depth value can be directly obtained, and then the positive torque of the motor can be calculated based on the throttle depth value, and then the vehicle is accelerated based on the positive torque of the motor. At this time, the vehicle directly enters the acceleration control mode based on the driver's operation when entering the downhill process, and the deceleration control mode is not started.

[0114] Step 205: When the accelerator operation is a throttle-pressing operation, the positive torque of the motor is calculated based on the throttle depth value, so as to accelerate the vehicle based on the positive torque of the motor.

[0115] In this embodiment, if it is detected that the accelerator pedal is depressed, the vehicle controller can obtain the accelerator depth value and calculate the positive torque of the motor, that is, the third torque, according to the depth value of the accelerator pedal, accelerate the vehicle, and exit the vehicle speed deceleration mode.

[0116] It can be understood that, here, the third torque issued by the vehicle controller can increase according to a certain slope.

[0117] Step 206: When the accelerator operation status is that the accelerator pressing operation is converted into the accelerator releasing operation, obtain a first current vehicle speed of the vehicle.

[0118] In this embodiment, if it is monitored that the throttle depth value is 0 again, or is again less than the preset value, for example, the depth value is 2%, that is, the throttle operation is converted from the throttle pressing operation to the throttle releasing operation, the current vehicle speed is recorded, and the torque closed-loop control of the motor is performed based on the current vehicle speed to control the real-time vehicle speed of the vehicle to be no greater than the current vehicle speed, and constant speed deceleration control is performed.

[0119] In addition, in this embodiment, if it is detected that the accelerator is depressed and released again, steps 205 to 206 may be repeated until the slope value of the road on which the vehicle is traveling is a non-negative value, that is, the vehicle leaves the downhill slope.

[0120] Step 207 : Determine a first torque based on the first current vehicle speed and the PID control algorithm, so as to control the vehicle speed to be lower than the first current vehicle speed based on the first torque.

[0121] Step 208: When the brake operation is a brake pressing operation, the vehicle is decelerated based on a preset torque.

[0122] Step 209: When the brake operation is converted from a brake pressing operation to a brake releasing operation, a second current vehicle speed is obtained.

[0123] Step 210: Determine a second torque based on a second current vehicle speed and a PID control algorithm, so as to control the vehicle speed to be lower than the second current vehicle speed based on the second torque.

[0124] Step 211, normal driving mode.

[0125] In this embodiment, if it is detected that the driver has stepped on the brake, the vehicle speed can also be decelerated based on the minimum negative torque of the motor. If it is detected that the brake is released again, that is, the depth value of the brake is 0 or less than a preset fixed value, for example, the depth value is 2%, the current speed of the vehicle can be recorded, that is, the second current speed, and the torque closed-loop control of the motor is performed based on the current speed to control the real-time speed of the vehicle to be no greater than the current speed, so as to perform constant speed deceleration control.

[0126] It is understandable that when the vehicle is going downhill, it is possible to determine in real time whether the vehicle is going downhill. When the slope value of the road on which the vehicle is traveling is a non-negative value, the deceleration control mode can be exited and the normal driving mode can be restored.

[0127] In this embodiment, Figure 3is a schematic diagram of a deceleration control curve under different conditions provided by another embodiment of the present application, such as Figure 3 As shown. The change curves of torque, vehicle speed, slope, brake, and throttle and the corresponding different deceleration conditions. First, the deceleration slope condition can characterize the slope condition of the vehicle's driving road. During the vehicle's downhill process, if the accelerator and brake are not stepped on all the time, the vehicle can be controlled to decelerate based on the minimum negative torque, and the vehicle is in the vehicle speed deceleration control mode. Secondly, the deceleration throttle condition can characterize the throttle operation. When the accelerator pedal is stepped on, the throttle depth value can be obtained. According to the depth value of the accelerator pedal, the positive torque of the motor, that is, the third torque, is calculated to accelerate the vehicle and exit the vehicle speed deceleration control mode. If it is monitored that the accelerator is stepped on and released again, the current speed of the vehicle, that is, the second current speed, can be obtained. Based on the current speed, the torque closed-loop control of the motor is performed to control the real-time speed of the vehicle to be no greater than the current speed, so as to perform constant speed deceleration control. While the vehicle is still in the downhill process, if it is detected that the driver repeatedly operates the throttle, the speed control method corresponding to the above operation can be repeated. Again, the deceleration braking condition can characterize the braking operation. When the brake pedal is pressed, the vehicle speed can also be decelerated based on the minimum negative torque of the motor. If the brake is monitored from being pressed to being released again, the current speed of the vehicle at this time, that is, the second current speed, can be obtained, and the torque closed-loop control of the motor can be performed based on the current speed to control the real-time speed of the vehicle to be no greater than the current speed, so as to perform constant speed deceleration control. If the vehicle is still in the process of going downhill and it is detected that the driver repeats the brake operation, the speed control method corresponding to the above operation can be repeated.

[0128] For example, Figure 3 As shown in , if the accelerator and brake are not pressed during the vehicle's downhill process, the vehicle can decelerate based on the minimum negative torque. If the driver feels that the deceleration is too fast, he may step on the accelerator to accelerate, and then the vehicle speed can be recorded when the accelerator is released, such as Figure 3 The speed at the blue circle of the speed curve in the figure is recorded and the speed control function is activated. If the driver feels that the deceleration is too slow, he may step on the brake to slow down. Then the speed at the time of brake release can be recorded and the speed control function can be activated. Moreover, after the accelerator and brake are stepped on, the speed control function is automatically exited. When the vehicle leaves the downhill section, the speed control function is automatically exited.

[0129] In the solution of this embodiment, a slope sensor can be installed on the vehicle to obtain the slope signal of the driving road, and the vehicle controller can determine whether the vehicle is in a downhill process at that moment by analyzing the signal of the sensor. If it is in a downhill process, the vehicle controller program can automatically enter the deceleration function by judging the driver's accelerator and brake operations. If the deceleration condition is no longer met, the vehicle controller program exits the deceleration function.

[0130] In addition, by adopting the solution in this embodiment, there is no need to add a deceleration button on the vehicle's control panel. The driver can activate the deceleration function for different vehicle speeds by controlling the accelerator and brake during downhill driving.

[0131] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0132] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0133] Figure 4 FIG. 1 shows a structural block diagram of a vehicle deceleration control device provided by an embodiment of the present application. Figure 4 The vehicle deceleration control device 400 of this embodiment may include a first detection unit 401 , a first acquisition unit 402 , a first control unit 403 , a first deceleration unit 404 , a second acquisition unit 405 and a second control unit 406 . Among them, the first detection unit 401 is used to detect the throttle operation and brake operation of the vehicle in response to the slope value of the vehicle's driving road being acquired as a negative value; the first acquisition unit 402 is used to acquire the first current speed of the vehicle in response to the throttle operation being converted from a throttle pressing operation to a throttle releasing operation; the first control unit 403 is used to determine a first torque based on the first current speed, so as to control the vehicle speed to be within a first speed range based on the first torque; the first deceleration unit 404 is used to decelerate the vehicle based on a preset torque in response to the brake operation being a brake pressing operation; the second acquisition unit 405 is used to acquire the second current speed of the vehicle in response to the brake operation being converted from a brake pressing operation to a brake releasing operation; the second control unit 406 is used to determine a second torque based on the second current speed, so as to control the vehicle speed to be within a second speed range based on the second torque.

[0134] Optionally, in a possible implementation of this embodiment, the first control unit 403 is used to control the torque of the motor of the vehicle based on the first current vehicle speed using a PID control algorithm; and determine the first torque based on a result of the control processing.

[0135] Optionally, in a possible implementation of this embodiment, the first detection unit 401 is used to obtain a throttle depth value of the vehicle; based on a preset first operating condition and the throttle depth value of the vehicle, detect and process the throttle operation condition; and based on a result of the detection and processing, obtain the throttle operation condition.

[0136] Optionally, in a possible implementation of this embodiment, the first detection unit 401 is used to obtain a braking depth value of the vehicle; based on a preset second operating condition and the braking depth value of the vehicle, detect and process the braking operation condition; and based on a result of the detection and processing, obtain the braking operation condition.

[0137] Optionally, in a possible implementation of this embodiment, the first acquisition unit 402 is used to decelerate the vehicle based on the preset torque in response to the throttle operation condition being that the throttle is not operated and the brake operation condition being that the brake is not operated.

[0138] Optionally, in a possible implementation of this embodiment, the first acquisition unit 402 is used to obtain a throttle depth value in response to the throttle operation being a throttle depression operation; calculate a third torque based on the throttle depth value; and accelerate the vehicle based on the third torque.

[0139] In this embodiment, the first detection unit can detect the throttle operation and brake operation of the vehicle in response to the acquired slope value of the vehicle driving road being a negative value, and then the first acquisition unit can respond to the throttle operation condition being converted from a throttle pressing operation to a throttle releasing operation to acquire the first current vehicle speed of the vehicle, and the first control unit can determine the first torque based on the first current vehicle speed to control the vehicle speed within a first speed range based on the first torque, and the first deceleration unit can respond to the brake operation condition being a brake pressing operation to decelerate the vehicle based on a preset torque, and the second acquisition unit can determine the first torque based on the first current vehicle speed to control the vehicle speed within a first speed range based on the first torque, and the first deceleration unit can respond to the brake operation condition being a brake pressing operation to decelerate the vehicle based on a preset torque, and the second acquisition unit can determine the first torque based on the first current vehicle speed to control the vehicle speed within a first speed range based on the first torque, and the first deceleration unit can determine the first torque based on the first current vehicle speed to control the vehicle speed within a first speed range ... The element responds to the brake operation condition that the brake pressing operation is converted into the brake releasing operation, obtains the second current speed of the vehicle, so that the second control unit can determine the second torque based on the second current speed, so as to control the speed of the vehicle to be within a second speed range based on the second torque. Since the vehicle speed deceleration control during downhill operation can be achieved directly through the detected throttle operation and brake operation conditions, the setting of an additional deceleration control button lever or operating lever can be avoided. While optimizing the driving convenience of the driver during downhill operation, the reliability and automation of the vehicle speed deceleration control are ensured, thereby ensuring the reliability of vehicle driving.

[0140] In the technical solution of this application, the user personal information involved, such as the collection, storage, use, processing, transmission, provision and disclosure of user images and attribute data, etc., complies with the provisions of relevant laws and regulations and does not violate public order and good morals.

[0141] According to an embodiment of the present application, the present application also provides an electronic device, a readable storage medium and a computer program product.

[0142] According to an embodiment of the present application, a new energy vehicle including the provided electronic device is further provided. For example, the new energy vehicle may be a new energy household vehicle, a new energy commercial vehicle, a new energy logistics vehicle, etc.

[0143] Figure 5 A schematic block diagram of an example electronic device 500 that can be used to implement an embodiment of the present application is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present application described and / or required herein.

[0144] like Figure 5 As shown, the electronic device 500 includes a computing unit 501, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 502 or a computer program loaded from a storage unit 508 into a random access memory (RAM) 503. In the RAM 503, various programs and data required for the operation of the electronic device 500 can also be stored. The computing unit 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0145] Multiple components in the electronic device 500 are connected to the I / O interface 505, including: an input unit 506, such as a keyboard, a mouse, etc.; an output unit 507, such as various types of displays, speakers, etc.; a storage unit 508, such as a disk, an optical disk, etc.; and a communication unit 509, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 509 allows the electronic device 500 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0146] The computing unit 501 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 501 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 501 performs the various methods and processes described above, such as a method for vehicle deceleration control. For example, in some embodiments, the method for vehicle deceleration control may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 508. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 500 via ROM 502 and / or a communication unit 509. When the computer program is loaded into RAM 503 and executed by the computing unit 501, one or more steps of the method for vehicle deceleration control described above may be performed. Alternatively, in other embodiments, the computing unit 501 may be configured to perform a method for vehicle deceleration control by any other appropriate means (e.g., by means of firmware).

[0147] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0148] The program code for implementing the method of the present application can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, implements the functions / operations specified in the flow chart and / or block diagram. The program code can be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0149] In the context of the present application, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0150] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0151] The systems and techniques described herein may be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), and the Internet.

[0152] A computer system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The relationship of client and server is generated by computer programs running on respective computers and having a client-server relationship with each other. The server may be a cloud server, a server of a distributed system, or a server combined with a blockchain.

[0153] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution disclosed in this application can be achieved, and this document is not limited here.

[0154] The above specific implementations do not constitute a limitation on the protection scope of this application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of this application should be included in the protection scope of this application.

Claims

1. A vehicle deceleration control method, characterized in that: The method comprises: In response to the acquired slope value of the vehicle driving road being a negative value, detecting the throttle operation condition and the brake operation condition of the vehicle; In response to the throttle operation condition being that the throttle depression operation is converted into the throttle release operation, acquiring a first current vehicle speed of the vehicle; determining a first torque based on the first current vehicle speed, so as to control the vehicle speed of the vehicle to be within a first speed range based on the first torque; In response to the brake operation being a brake pressing operation, decelerating the vehicle based on a preset torque; In response to the brake operation condition being a brake pressing operation converted into a brake releasing operation, acquiring a second current vehicle speed of the vehicle; Based on the second current vehicle speed, a second torque is determined to control the vehicle speed of the vehicle to be within a second speed range based on the second torque.

2. The method according to claim 1, characterized in that The determining the first torque based on the first current vehicle speed includes: Based on the first current vehicle speed, using a PID control algorithm, controlling the torque of the motor of the vehicle; Based on a result of the control process, the first torque is determined.

3. The method according to claim 1, characterized in that The detecting the throttle operation condition of the vehicle comprises: Obtaining a throttle depth value of the vehicle; Based on a preset first operating condition and a throttle depth value of the vehicle, detecting and processing the throttle operation condition; Based on the result of the detection process, the throttle operation condition is obtained.

4. The method according to claim 1, characterized in that: Detecting the braking operation of the vehicle, including: Obtaining a braking depth value of the vehicle; Based on a preset second operating condition and a braking depth value of the vehicle, detecting and processing the braking operation condition; Based on the result of the detection process, the brake operation condition is obtained.

5. The method according to claim 1, characterized in that In response to the throttle operation condition being that the throttle depression operation is converted into the throttle release operation, the method further includes: In response to the accelerator operation condition being that the accelerator is not operated and the brake operation condition being that the brake is not operated, the vehicle is decelerated based on the preset torque.

6. The method according to claim 5, characterized in that After the vehicle is decelerated, the method further includes: In response to the throttle operation condition being a throttle pressing operation, obtaining a throttle depth value; Calculating a third torque based on the throttle depth value; The vehicle is accelerated based on the third torque.

7. A vehicle deceleration control device, characterized in that: The device comprises: a first detection unit, configured to detect a throttle operation condition and a brake operation condition of the vehicle in response to the acquired slope value of the vehicle driving road being a negative value; A first acquisition unit, configured to acquire a first current vehicle speed of the vehicle in response to the throttle operation being converted from a throttle depression operation to a throttle release operation; a first control unit, configured to determine a first torque based on the first current vehicle speed, so as to control the vehicle speed of the vehicle to be within a first speed range based on the first torque; a first deceleration unit, configured to, in response to the brake operation being a brake stepping operation, decelerate the vehicle based on a preset torque; a second acquisition unit, configured to acquire a second current vehicle speed of the vehicle in response to the brake operation being converted from a brake pressing operation to a brake releasing operation; The second control unit is used to determine a second torque based on the second current vehicle speed, so as to control the vehicle speed of the vehicle to be within a second speed range based on the second torque.

8. An electronic device comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium storing computer instructions, wherein: The computer instructions are used to cause the computer to execute the method according to any one of claims 1-6.

10. A new energy vehicle, comprising the electronic device as claimed in claim 8.

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