Speed control method of vehicle and related device

Abstract

The application relates to a speed control method of a vehicle and related equipment, and the method comprises the following steps: in response to a vehicle speed control instruction, acquiring real-time running parameters and a desired vehicle speed of the vehicle; based on the real-time running parameters and the desired vehicle speed, obtaining a requested torque of the vehicle; acquiring a real-time feedback torque of the vehicle; based on the real-time feedback torque and the requested torque, obtaining a target output torque of the vehicle; and based on the target output torque, performing speed control on the vehicle to make the vehicle reach the desired vehicle speed. The application solves the problem that the braking mode in the prior art, which reduces the vehicle speed through the friction force between brake pads and wheels and finally stops the vehicle, depends on physical friction, is effective, but increases the wear and energy consumption of the vehicle to a certain extent.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle speed control method and related equipment. Background Technology

[0002] Currently, the technology of electric sightseeing vehicles is still quite traditional, often controlling the vehicle's motor control chip (MCU, Motor Control Unit) directly by manually pressing the accelerator pedal. That is, when the accelerator pedal is pressed, the motor control chip directly looks up a table based on the pedal depth and outputs torque to drive the vehicle; when the accelerator pedal is released, the motor control chip stops outputting torque, and pressing the foot brake activates the mechanical brake pads to decelerate and stop the vehicle.

[0003] However, this braking method, which reduces vehicle speed and eventually stops the vehicle through the friction between the brake pads and the wheels, relies on physical friction. While effective, it increases vehicle wear and energy consumption to some extent. Summary of the Invention

[0004] In order to overcome the problem that the braking method in the prior art, which reduces vehicle speed and eventually stops the vehicle by means of friction between brake pads and wheels, relies on physical friction, which is effective but increases vehicle wear and energy consumption to a certain extent, this application provides a vehicle speed control method and related equipment.

[0005] Firstly, in order to solve the above-mentioned technical problems, this application provides a vehicle speed control method, comprising:

[0006] In response to speed control commands, it acquires the vehicle's real-time operating parameters and desired speed;

[0007] Based on real-time operating parameters and desired vehicle speed, the vehicle's requested torque is obtained;

[0008] Obtain the vehicle's real-time feedback torque;

[0009] The target output torque of the vehicle is obtained based on the real-time feedback torque and the requested torque;

[0010] The vehicle speed is controlled based on the target output torque to enable the vehicle to reach the desired speed.

[0011] Secondly, this application also provides a vehicle speed control device, comprising:

[0012] The first acquisition module is used to acquire the vehicle's real-time operating parameters and desired speed in response to the vehicle speed control command.

[0013] The first module is used to obtain the vehicle's requested torque based on real-time operating parameters and the desired vehicle speed.

[0014] The second acquisition module is used to acquire the vehicle's real-time feedback torque;

[0015] The second module is used to obtain the target output torque of the vehicle based on the real-time feedback torque and the requested torque;

[0016] The control module is used to control the vehicle speed based on the target output torque so that the vehicle can reach the desired speed.

[0017] Thirdly, this application also provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the steps of a vehicle speed control method.

[0018] Fourthly, this application also provides a vehicle, including:

[0019] Memory is used to store programs that run on the processor;

[0020] A processor for executing a program to implement the steps of the vehicle speed control method as claimed in any one of claims 1 to 7.

[0021] The beneficial effects of this application are as follows: First, in response to a speed control command, the real-time operating parameters and desired speed of the vehicle are acquired. Then, based on the real-time operating parameters and desired speed, the requested torque of the vehicle is obtained. Next, the real-time feedback torque of the vehicle is acquired. Based on the real-time feedback torque and the requested torque, the target output torque of the vehicle is obtained. Finally, the vehicle speed is controlled based on the target output torque to enable the vehicle to reach the desired speed. In this way, the target output torque of the vehicle not only considers the influence of the real-time operating parameters and desired speed of the vehicle, but also the influence of the real-time feedback torque of the vehicle, realizing real-time fine-tuning of the vehicle's output torque. Even when the vehicle is in a usage scenario with large changes in slope or load, the vehicle speed can be accurately and stably controlled in a timely manner, improving control precision and stability. At the same time, when the vehicle is driving on a long downhill road, only one foot brake pedal is needed to reach the desired speed in time, reducing the number of times the brake pads are used and extending their service life, thereby reducing vehicle wear and energy consumption. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart illustrating a vehicle speed control method as an exemplary embodiment of this application;

[0023] Figure 2 This is a schematic diagram of a preset motor torque characteristic diagram in an exemplary embodiment of this application;

[0024] Figure 3 This is a schematic flowchart illustrating the speed control method for a vehicle provided in an exemplary embodiment of this application.

[0025] Figure 4 This is a schematic diagram illustrating the structure of a vehicle speed control device, which is an exemplary embodiment of this application. Detailed Implementation

[0026] The following embodiments are further explanations and supplements to this application and do not constitute any limitation on this application.

[0027] In related technologies, when vehicles are in scenarios involving steep inclines or large load changes, traditional PID control algorithms are often used to control vehicle movement.

[0028] However, in scenarios involving steep inclines and large load changes, the accuracy and stability of vehicle speed control using traditional PID control algorithms are poor. Furthermore, when driving on long downhill roads, frequent use of the foot brake to control speed can lead to severe wear on the brake pads, reducing their lifespan.

[0029] In view of this, this application provides a vehicle speed control method and related equipment to solve the above-mentioned technical problems.

[0030] This application discloses a vehicle speed control method, which is applied to a terminal device. The terminal device is the executing entity in this application, and the steps of the vehicle speed control method are described.

[0031] Please see Figure 1 , Figure 1 A vehicle speed control method is illustrated in an exemplary embodiment of this application, such as... Figure 1 As shown, this application provides a vehicle speed control method, including:

[0032] Step S11: In response to the vehicle speed control command, obtain the vehicle's real-time operating parameters and desired vehicle speed;

[0033] Step S12: Based on real-time operating parameters and desired vehicle speed, obtain the vehicle's requested torque;

[0034] Step S13: Obtain the vehicle's real-time feedback torque;

[0035] Step S14: Based on the real-time feedback torque and the requested torque, obtain the target output torque of the vehicle;

[0036] Step S15: Control the vehicle speed based on the target output torque to make the vehicle reach the desired speed.

[0037] This embodiment of a vehicle speed control method first acquires the vehicle's real-time operating parameters and desired speed in response to a speed control command. Then, based on these parameters and speed, a requested torque is obtained. Next, the vehicle's real-time feedback torque is acquired. Finally, based on the feedback torque and requested torque, a target output torque is calculated. The vehicle's speed is then controlled to achieve the desired speed. This method considers not only the influence of the vehicle's real-time operating parameters and desired speed but also the influence of the real-time feedback torque, enabling precise real-time control of the output torque. Even in scenarios involving steep inclines or significant load changes, the vehicle's speed can be accurately and stably controlled, improving control precision and stability. Furthermore, on long downhill slopes, only one brake pedal press is needed to reach the desired speed, reducing brake pad usage and extending brake pad lifespan, thereby reducing vehicle wear and energy consumption.

[0038] In addition, compared with traditional PID control algorithms or feedforward PID control algorithms, the method in this embodiment not only achieves a more timely and smoother response, but also avoids the complex dynamic modeling process, thus enabling timely adaptive speed control in usage scenarios with large gradient changes and large load changes.

[0039] In this embodiment, the vehicle's real-time feedback torque is obtained from the vehicle's real-time CAN message, and the real-time feedback torque represents the vehicle's actual output torque at the current speed. The vehicle can be a sightseeing vehicle.

[0040] Optionally, real-time operating parameters include vehicle speed, motor speed, and the real-time gradient of the road environment where the vehicle is located; based on the real-time operating parameters and the desired vehicle speed, the requested torque of the vehicle is obtained, including:

[0041] Based on the operating speed, desired speed, and real-time gradient, the simulated accelerator pedal opening of the vehicle is obtained.

[0042] The vehicle's requested torque is obtained based on the simulated accelerator pedal opening and motor speed.

[0043] In this embodiment, based on the real-time slope of the road environment where the vehicle is located, it is possible to determine how much power the vehicle needs to reach the desired speed at its current operating speed. Since the vehicle's power can be directly controlled by pressing the accelerator pedal, the simulated accelerator pedal opening corresponding to the required power can be directly determined. Then, based on the simulated accelerator pedal opening and the current motor speed, the requested torque of the vehicle is obtained, which shows the amount of torque increase required to achieve the desired speed at the current operating speed and under the current road environment. This facilitates subsequent addition of the current real-time feedback torque and the requested torque to obtain the target output torque required for the desired speed at the current operating speed and under the current road environment, thereby achieving timely, accurate, and stable control of the vehicle speed.

[0044] Optionally, based on the operating vehicle speed, desired vehicle speed, and real-time gradient, the simulated accelerator pedal opening of the vehicle is obtained, including:

[0045] Calculate the speed difference between the operating speed and the desired speed;

[0046] Find the P and I parameters corresponding to the real-time slope in the preset PID parameter table;

[0047] Based on the P parameter, I parameter, and vehicle speed difference, the simulated accelerator pedal opening of the vehicle is calculated.

[0048] In this embodiment, a pre-stored PID parameter table contains the correspondence between real-time slope and the P and I parameters in the PID control algorithm. Therefore, by directly looking up the P and I parameters corresponding to the real-time slope in the pre-stored PID parameter table, it is unnecessary to perform actual simulations and verifications each time to obtain these parameters. This adaptive lookup method directly yields the P and I parameters based on the environment, achieving environment-based adaptation of the P and I parameters. Then, based on the P and I parameters and the vehicle speed difference, the simulated accelerator pedal opening is calculated, thereby improving the calculation efficiency of the simulated accelerator pedal opening. This allows the vehicle speed to converge quickly to the desired speed, thus improving the timeliness of speed control.

[0049] The PID control algorithm includes P parameters (Proportional Gain), I parameters (Integral Time), and D parameters (Derivative Time).

[0050] In this embodiment, the P parameter is used to adjust the response speed of the control system, and the I parameter is used to eliminate static errors. A larger pitch angle corresponding to the real-time slope indicates a more timely response is desired; therefore, the P parameter needs to be increased and the I parameter decreased. Conversely, a smaller pitch angle corresponding to the real-time slope indicates a reduced oscillation frequency is desired; therefore, the P parameter needs to be decreased and the I parameter increased to ensure smoother operation near the desired value.

[0051] In an exemplary embodiment, the preset PID parameter table is a one-dimensional lookup table module built into Simulink (a visualization simulation tool). For example, the preset PID parameter table is [1,2,3; 0.001,0.002,0.003]. The first row (1,2,3) is the input of the absolute value of the pitch angle corresponding to the real-time slope, and the second row (0.001,0.002,0.003) is the output of the P parameter. Then, when the absolute value of the pitch angle is 2.5, the P parameter = (2.5-2)*(0.003-0.002)+0.002, that is, the P parameter = 0.0025.

[0052] In one exemplary embodiment, the PID control algorithm used is a commonly used PID closed-loop control algorithm. The output of the algorithm is generally the difference between the control target (referring to the desired vehicle speed in this application) and the current state (referring to the operating vehicle speed in this application). This allows for real-time understanding of the gap between the current state and the control target, enabling the adjustment of the control signal (referring to the target output torque in this application) by adjusting the P, I, and D parameters. This ensures that the vehicle speed in this embodiment can respond quickly and stably and reach the desired speed, thus achieving timely control of the vehicle speed. In this embodiment, the adjustment of the P, I, and D parameters has a significant impact on the performance and stability of the vehicle system.

[0053] Optionally, based on the P parameter, I parameter, and vehicle speed difference, the simulated accelerator pedal opening of the vehicle is calculated, including:

[0054] Calculate the proportional increment of the vehicle based on the P parameter and the vehicle speed difference;

[0055] The vehicle's cumulative integral is calculated based on the I parameter and the vehicle speed difference.

[0056] Obtain the sign of the accumulated points and the speed difference; the sign can be either the same or opposite.

[0057] Based on the sign of the variable, the proportional increment and integral accumulation are calculated to obtain the simulated accelerator pedal opening of the vehicle.

[0058] In this embodiment, since the vehicle's I-parameters are constantly accumulating dynamically, the accumulated integral amount of the vehicle's I-parameters up to the current moment can be determined by the current I-parameters and the vehicle speed difference. That is, the current accumulated integral amount = ∑(I-parameters + speed difference) n *speed_error n ), where I n This represents the nth I parameter during vehicle operation, speed_error. n This represents the speed difference between the nth current speed and the nth desired speed during vehicle operation. Furthermore, based on the sign of the accumulated integral and the speed difference, the vehicle's driving state can be determined. Driving states include acceleration, deceleration, acceleration-to-deceleration transition, and deceleration-to-acceleration transition. Specifically: when both the accumulated integral and the speed difference are positive, the vehicle is always accelerating; when both are negative, the vehicle is always decelerating; when the accumulated integral is positive and the speed difference is negative, the vehicle suddenly needs to decelerate after continuous acceleration; and when the accumulated integral is negative and the speed difference is positive, the vehicle suddenly needs to accelerate after continuous deceleration.

[0059] In this embodiment, the product of the P parameter and the vehicle speed difference is used as the vehicle's proportional increment. When the signs are the same (positive and negative), the sum of the proportional increment and the integral accumulation is used as the vehicle's simulated accelerator pedal opening. Then, based on the sign of the integral accumulation and the vehicle speed difference, the proportional increment and the integral accumulation are calculated to obtain the vehicle's simulated accelerator pedal opening. This allows for dynamic adjustment of the simulated accelerator pedal opening, taking into account the sign of the integral accumulation and the vehicle speed difference. This results in a faster response time of the vehicle to the desired speed based on the simulated accelerator pedal opening, thereby improving the vehicle's timeliness in reaching the desired speed.

[0060] Optionally, based on the sign of the variable, the proportional increment and integral accumulation are calculated to obtain the simulated accelerator pedal opening of the vehicle, including:

[0061] When the positive and negative signs are the same, calculate the sum of the proportional increment and the integral accumulation to obtain the simulated accelerator pedal opening of the vehicle.

[0062] When the signs of the positive and negative signs are opposite, the accumulated integral is cleared to zero;

[0063] The cumulative integral is updated based on the I parameter and the vehicle speed difference to obtain a new cumulative integral.

[0064] The sum of the proportional increment and the new integral accumulation is calculated to obtain the simulated accelerator pedal opening of the vehicle.

[0065] In this embodiment, when the signs of the positive and negative signals are opposite, the integral accumulation is cleared to zero. This reduces the delay interference of the reverse I-parameter on the vehicle and avoids excessive delay in the I-parameter's control direction being aligned with the current driving state. The product of the current I-parameter and the vehicle speed difference is used as the new integral accumulation, updating the integral accumulation. The sum of the proportional increment and the new integral accumulation is then used as the vehicle's simulated accelerator pedal opening. By clearing the integral accumulation to zero, the vehicle can be controlled based on the new integral accumulation corresponding to the current I-parameter and the vehicle speed difference. This allows for timely control of the vehicle based on the I-parameter and the current driving state, reducing control delay and enabling faster response of the vehicle to the desired speed based on the simulated accelerator pedal opening, thus improving the vehicle's timeliness in reaching the desired speed.

[0066] The simulated accelerator pedal opening is any value between 0% and 10%. Under this simulated accelerator pedal opening, the vehicle's PID control algorithm only needs to make minor adjustments to the vehicle to achieve the desired speed, reducing the control input and thus accelerating the vehicle's response to the desired speed.

[0067] Optionally, the vehicle's requested torque is obtained based on the simulated accelerator pedal opening and motor speed, including:

[0068] Find the maximum motor torque corresponding to the motor speed in the preset motor torque characteristic graph;

[0069] The accelerator pedal opening is used as the output percentage corresponding to the maximum motor torque;

[0070] The vehicle's requested torque is obtained by multiplying the maximum motor torque by the output percentage.

[0071] In this embodiment, by using a preset motor torque characteristic diagram established in advance based on the relationship between motor speed and the corresponding maximum motor torque, the maximum motor torque corresponding to the motor speed of this application can be directly found in the preset motor torque characteristic diagram, reducing the calculation time. Thus, by multiplying the maximum motor torque by the output percentage corresponding to the maximum motor torque represented by the accelerator pedal opening, the efficiency of obtaining the requested torque of the vehicle is improved, which facilitates the subsequent calculation of the target output torque and the control of the vehicle to quickly converge to the desired speed according to the target output torque, so as to control the vehicle speed in a timely and stable manner.

[0072] The preset motor torque characteristic diagram of this embodiment is as follows: Figure 2 As shown, Figure 2In the figure, different types of curves are used to represent the relationship between motor speed and the vehicle's maximum motor torque, motor output power, average motor phase current, average motor phase voltage, electronic control input bus current, electronic control input bus voltage, and system efficiency.

[0073] Optionally, the target output torque of the vehicle is obtained based on the real-time feedback torque and the requested torque, including:

[0074] The base torque is obtained by calculating the product of the real-time feedback torque and the preset feedback coefficient;

[0075] The target output torque of the vehicle is obtained by calculating the sum of the base torque and the requested torque.

[0076] In this embodiment, the requested torque reflects the amount of torque required to achieve the desired speed given the vehicle's current operating speed and the current road conditions. By calculating the product of the real-time feedback torque and a preset feedback coefficient, and adding the resulting base torque to the requested torque, the vehicle can accurately adjust its output torque to the target torque based on the desired speed, ensuring timely and stable achievement of the desired speed, thus improving control accuracy and stability. The feedback coefficient is 0.9 to enhance the vehicle's torque response.

[0077] This embodiment combines the real-time feedback torque with the required torque increase calculated by the PID parameters to achieve rapid, smooth, and precise control of the vehicle speed. The corresponding calculation formula is: Torque_request = Torque_PID + Torque_Motor_feedback * 90%, where Torque_request represents the target output torque, Torque_PID represents the requested torque, Torque_Motor_feedback represents the real-time feedback torque, and 90% represents the preset feedback coefficient. In this way, the PID parameters only need to calculate a small adjustment range to achieve large torque control, similar to using a lever. This makes the target output torque output smoother, without abrupt changes, allowing the vehicle to accelerate and decelerate more smoothly and responsively to reach the desired speed, thus achieving rapid response and precise closed-loop control.

[0078] Please see Figure 3 , Figure 3 This is a schematic flowchart illustrating the speed control method for a vehicle provided in an exemplary embodiment of this application, as shown below. Figure 3 As shown, the specific implementation steps include:

[0079] The real-time slope of the road environment where the vehicle is located is detected using a slope measurement device, and the corresponding P and I parameters are found in a preset PID parameter table (PI_Map). The speed difference (speed deviation) between the current operating speed and the desired speed is calculated and used as the PID input for the feedback PID control algorithm of the PID module in the vehicle control unit (VCU). Based on the P parameters, I parameters, and speed difference, the PID control algorithm calculates the simulated accelerator pedal opening (accelerator pedal opening percentage). The maximum motor torque corresponding to the current motor speed is found in a preset motor torque characteristic graph, and the accelerator pedal opening is used as the output percentage corresponding to the maximum motor torque. The product of the maximum motor torque and the output percentage is calculated to obtain the vehicle's requested torque. The current real-time feedback torque of the vehicle is obtained from the vehicle's real-time CAN message. The preset feedback coefficient of this real-time feedback torque is 0.9, and the product of the real-time feedback torque and the preset feedback coefficient is calculated to obtain the base torque. The sum of the base torque and the requested torque is calculated to obtain the vehicle's target output torque (requested torque output).

[0080] Please see Figure 4 , Figure 4 A vehicle speed control device is shown as an exemplary embodiment of this application, such as Figure 4 As shown, this application provides a vehicle speed control device 400, including:

[0081] The first acquisition module 401 is used to acquire the real-time operating parameters and desired vehicle speed in response to the vehicle speed control command.

[0082] The first module 402 is used to obtain the requested torque of the vehicle based on real-time operating parameters and the desired vehicle speed.

[0083] The second acquisition module 403 is used to acquire the real-time feedback torque of the vehicle;

[0084] The second module 404 is used to obtain the target output torque of the vehicle based on the real-time feedback torque and the requested torque;

[0085] The control module 405 is used to control the speed of the vehicle based on the target output torque so that the vehicle can reach the desired speed.

[0086] This embodiment of a vehicle speed control device first acquires the vehicle's real-time operating parameters and desired speed in response to a speed control command via a first acquisition module 401. Then, a first obtaining module 402 obtains the vehicle's requested torque based on the real-time operating parameters and desired speed. Next, a second acquisition module 403 acquires the vehicle's real-time feedback torque, and a second obtaining module 404 obtains the vehicle's target output torque based on the real-time feedback torque and requested torque. Finally, an acquisition module 405 controls the vehicle's speed based on the target output torque to achieve the desired speed. In this way, the target output torque considers not only the influence of the vehicle's real-time operating parameters and desired speed during operation but also the influence of the vehicle's real-time feedback torque, enabling real-time fine-tuning of the vehicle's output torque. Even when the vehicle is in scenarios with significant gradient changes or large load variations, it can accurately and stably control the vehicle's speed, improving control precision and stability. Furthermore, when driving on long downhill roads, only one brake pedal press is needed to reach the desired speed, reducing the number of brake pad uses and extending brake pad life, thereby reducing vehicle wear and energy consumption.

[0087] Optionally, real-time operating parameters include vehicle speed, motor speed, and the real-time gradient of the road environment where the vehicle is located; the first obtaining module is specifically used for:

[0088] Based on the operating speed, desired speed, and real-time gradient, the simulated accelerator pedal opening of the vehicle is obtained.

[0089] The vehicle's requested torque is obtained based on the simulated accelerator pedal opening and motor speed.

[0090] Optionally, the first module is used specifically for:

[0091] Calculate the speed difference between the operating speed and the desired speed;

[0092] Find the P and I parameters corresponding to the real-time slope in the preset PID parameter table;

[0093] Based on the P parameter, I parameter, and vehicle speed difference, the simulated accelerator pedal opening of the vehicle is calculated.

[0094] Optionally, the first module is used specifically for:

[0095] Calculate the proportional increment of the vehicle based on the P parameter and the vehicle speed difference;

[0096] The vehicle's cumulative integral is calculated based on the I parameter and the vehicle speed difference.

[0097] Obtain the sign of the accumulated points and the speed difference; the sign can be either the same or opposite.

[0098] Based on the sign of the variable, the proportional increment and integral accumulation are calculated to obtain the simulated accelerator pedal opening of the vehicle.

[0099] Optionally, the first module is used specifically for:

[0100] When the positive and negative signs are the same, calculate the sum of the proportional increment and the integral accumulation to obtain the simulated accelerator pedal opening of the vehicle.

[0101] When the signs of the positive and negative signs are opposite, the accumulated integral is cleared to zero;

[0102] The cumulative integral is updated based on the I parameter and the vehicle speed difference to obtain a new cumulative integral.

[0103] The sum of the proportional increment and the new integral accumulation is calculated to obtain the simulated accelerator pedal opening of the vehicle.

[0104] Optionally, the first module is used specifically for:

[0105] Find the maximum motor torque corresponding to the motor speed in the preset motor torque characteristic graph;

[0106] The accelerator pedal opening is used as the output percentage corresponding to the maximum motor torque;

[0107] The vehicle's requested torque is obtained by multiplying the maximum motor torque by the output percentage.

[0108] Optionally, the second module is specifically used for:

[0109] The base torque is obtained by calculating the product of the real-time feedback torque and the preset feedback coefficient;

[0110] The target output torque of the vehicle is obtained by calculating the sum of the base torque and the requested torque.

[0111] It should be noted that the vehicle speed control device and the vehicle speed control method provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle speed control device provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0112] This application provides a computer-readable storage medium storing instructions that, when executed, perform the steps of the vehicle speed control method described above.

[0113] The computer-readable storage medium may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0114] The technical solutions of this disclosure can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes one or more instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of this disclosure. The aforementioned computer-readable storage medium can be a non-transitory computer-readable storage medium, including: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks, and other media capable of storing program code; it can also be a transient computer-readable storage medium.

[0115] An embodiment of this application provides a vehicle comprising:

[0116] Memory is used to store programs that run on the processor;

[0117] A processor is used to execute a program to implement the steps of the vehicle speed control method described above.

[0118] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0119] Those skilled in the art will recognize that this application can be implemented as an apparatus, method, or computer program product. Therefore, this disclosure can be implemented in the following forms: it can be entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software, generally referred to herein as a "module" or "system." Furthermore, in some embodiments, this application can also be implemented as a computer program product contained in one or more computer-readable media, which contains computer-readable program code. Computer-readable storage media can be, for example, but not limited to—electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof.

[0120] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0121] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling the speed of a vehicle, characterized in that, include: In response to a vehicle speed control command, the vehicle's real-time operating parameters and desired speed are acquired. The real-time operating parameters include the vehicle speed, motor speed, and the real-time gradient of the road environment where the vehicle is located. Based on the operating vehicle speed, the desired vehicle speed, and the real-time gradient, the simulated accelerator pedal opening of the vehicle is obtained, wherein the simulated accelerator pedal opening is any value greater than or equal to 0% and less than or equal to 10%. Find the maximum motor torque corresponding to the motor speed in the preset motor torque characteristic graph; The accelerator pedal opening is used as the output percentage corresponding to the maximum motor torque; The requested torque of the vehicle is obtained by multiplying the maximum motor torque by the output percentage. Obtain the real-time feedback torque of the vehicle; The product of the real-time feedback torque and the preset feedback coefficient is calculated to obtain the base torque, where the preset feedback coefficient is 0.

9. The target output torque of the vehicle is obtained by calculating the sum of the base torque and the requested torque. The vehicle speed is controlled based on the target output torque to enable the vehicle to reach the desired speed.

2. The method according to claim 1, characterized in that, The process of obtaining the simulated accelerator pedal opening of the vehicle based on the operating speed, the desired speed, and the real-time gradient includes: Calculate the speed difference between the operating speed and the desired speed; Find the P and I parameters corresponding to the real-time slope in the preset PID parameter table; Based on the P parameter, the I parameter, and the vehicle speed difference, the simulated accelerator pedal opening of the vehicle is calculated.

3. The method according to claim 2, characterized in that, The calculation of the simulated accelerator pedal opening of the vehicle based on the P parameter, the I parameter, and the vehicle speed difference includes: The proportional increment of the vehicle is calculated based on the P parameter and the vehicle speed difference; The vehicle's cumulative integral is calculated based on the I parameter and the vehicle speed difference. The sign of the accumulated integral and the speed difference is determined; the sign includes the same sign and the opposite sign. Based on the sign of the positive or negative sign, the proportional increment and the integral accumulation are calculated to obtain the simulated accelerator pedal opening of the vehicle.

4. The method according to claim 3, characterized in that, The step of calculating the proportional increment and the integral accumulation based on the sign of the variable to obtain the simulated accelerator pedal opening of the vehicle includes: When the positive and negative signs are the same, the sum of the proportional increment and the integral accumulation is calculated to obtain the simulated accelerator pedal opening of the vehicle. When the signs of the positive and negative signs are opposite, the accumulated integral is cleared to zero. The integral accumulation is updated based on the I parameter and the vehicle speed difference to obtain a new integral accumulation. The simulated accelerator pedal opening of the vehicle is obtained by calculating the sum of the proportional increment and the new integral accumulation.

5. A vehicle speed control device, characterized in that, include: The first acquisition module is used to acquire the real-time operating parameters and desired vehicle speed in response to the vehicle speed control command. The real-time operating parameters include the operating speed, motor speed and the real-time slope of the road environment where the vehicle is located. The first obtaining module is used to obtain the simulated accelerator pedal opening of the vehicle based on the operating vehicle speed, the desired vehicle speed and the real-time slope, wherein the simulated accelerator pedal opening is any value greater than or equal to 0% and less than or equal to 10%. Find the maximum motor torque corresponding to the motor speed in the preset motor torque characteristic graph; The accelerator pedal opening is used as the output percentage corresponding to the maximum motor torque; The requested torque of the vehicle is obtained by multiplying the maximum motor torque by the output percentage. The second acquisition module is used to acquire the real-time feedback torque of the vehicle; The second obtaining module is used to calculate the product between the real-time feedback torque and the preset feedback coefficient to obtain the base torque, wherein the preset feedback coefficient is 0.9; The target output torque of the vehicle is obtained by calculating the sum of the base torque and the requested torque. A control module is used to control the speed of the vehicle based on the target output torque, so that the vehicle reaches the desired speed.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the steps of a vehicle speed control method as described in any one of claims 1 to 4.

7. A vehicle, characterized in that, include: Memory is used to store programs that run on the processor; A processor for executing the program to implement the steps of the vehicle speed control method as described in any one of claims 1 to 4.

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