Vehicle control methods, devices, vehicles, storage media, and software products

Abstract

This application provides a vehicle control method, device, vehicle, storage medium, and program product, relating to the field of vehicle technology. The method includes: acquiring vehicle information and, based on the vehicle information and a preset speed limit, determining whether to send a command to limit engine torque. The vehicle information includes the current engine speed and torque, vehicle speed prediction data, and torque prediction data. By analyzing the data of the above types of information, and reasonably limiting engine torque, the vehicle's fuel efficiency can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, storage medium, and program product. Background Technology

[0002] With the rapid development of vehicle technology, consumers have increasingly higher requirements for vehicle comfort and intelligence. Against this backdrop, the Predictive Economic Cruise Control (PECC) system has been introduced.

[0003] PECC can predict road conditions, such as curves, uphill, and downhill, and based on these predictions, optimize the vehicle's speed curve to achieve smarter, more efficient, and safer driving.

[0004] However, due to the limited range planned by the PECC system, the characteristics of the road itself, and some constraints in the planning process, the torque corresponding to the vehicle speed planned by the PECC system may not be within the economic torque range, resulting in excessive fuel consumption. Summary of the Invention

[0005] This application provides a vehicle control method, device, vehicle, storage medium, and program product to improve vehicle fuel efficiency.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising:

[0007] Obtain vehicle information, including the current engine speed and torque, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data;

[0008] Based on vehicle information and preset speed limits, determine whether to send a command to limit engine torque;

[0009] The first vehicle speed prediction data is the vehicle speed predicted over a future period of time while coasting in neutral. The second vehicle speed prediction data is the vehicle speed predicted over a future period of time, assuming that the engine torque is controlled within the economic torque range corresponding to the current speed.

[0010] In an optional embodiment of the first aspect, determining whether to send a command to limit the engine torque based on vehicle information and a preset speed limit includes:

[0011] Based on the current engine speed corresponding to the economic torque range, the first vehicle speed prediction data and torque prediction data in the vehicle information, determine whether to send a command to reduce the engine torque to zero.

[0012] In one optional embodiment of the first aspect, determining whether to send a command to reduce the engine torque to zero based on the economic torque range corresponding to the current engine speed, the first vehicle speed prediction data and torque prediction data in the vehicle information includes:

[0013] If the first or second condition is met, send a command to reduce the engine torque to zero.

[0014] The first condition includes: the maximum value of the first vehicle speed prediction data is greater than or equal to the preset first vehicle speed upper limit, and the average value of the first vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit.

[0015] The second condition includes: all torque data in the torque prediction data that are greater than or equal to a preset percentage are less than the minimum value of the economic torque range corresponding to the current speed.

[0016] In an optional embodiment of the first aspect, determining whether to send a command to limit the engine torque based on vehicle information and a preset speed limit includes:

[0017] When it is determined not to send a command to reduce engine torque to zero, the system determines whether to send a command to control engine torque within the economic torque range corresponding to the current engine speed, based on the current engine speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit.

[0018] In an optional embodiment of the first aspect, based on the current engine speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit, it is determined whether to send an instruction to control the engine torque within the economic torque range corresponding to the current engine speed, including:

[0019] If the third condition is met, the engine torque will be controlled within the economic torque range corresponding to the current speed.

[0020] The third condition includes: the current torque is greater than or equal to the maximum value of the economic torque range corresponding to the current speed, and the second vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit.

[0021] In an alternative embodiment of the first aspect, sending a command to control the engine torque within the economic torque range corresponding to the current engine speed includes:

[0022] By analyzing the current vehicle speed, the preset lower speed limit, the vehicle speed set by the vehicle system, and the second speed prediction data, a command is sent to control the engine torque in the first economic torque range or the second economic torque range.

[0023] The economic torque range corresponding to the current speed includes a first economic torque range and a second economic torque range. The first economic torque range is the torque range between the target torque and the first value corresponding to the current speed, and the second economic torque range is the torque range between the target torque and the second value corresponding to the current speed. Both the first and second values ​​are positive, and the first value is less than the second value.

[0024] In one optional embodiment of the first aspect, by analyzing data of the current vehicle speed, a preset lower speed limit, the vehicle speed set by the vehicle system, and second vehicle speed prediction data, a command is sent to control the engine torque in a first economic torque range or a second economic torque range, including:

[0025] If the current vehicle speed is greater than or equal to the lower speed limit and greater than or equal to the vehicle speed set by the vehicle system, send a command to control the engine torque within the first economic torque range; or

[0026] If the current vehicle speed is greater than or equal to the lower speed limit and less than the vehicle speed set by the system, send a command to control the engine torque within the second economic torque range; or

[0027] If the current vehicle speed is less than the lower speed limit and the second speed prediction data shows an upward trend, a command is sent to control the engine torque in the second economic torque range.

[0028] In an optional embodiment of the first aspect, if the current vehicle speed is greater than or equal to the lower speed limit and the current vehicle speed is less than the speed set by the vehicle system, a command is sent to control the engine torque within the second economic torque range, including:

[0029] If the current vehicle speed is closer to the vehicle system's set speed, a command is sent to control the engine torque within the first economic torque range, and closer to the maximum value of the first economic torque range; or

[0030] If the current vehicle speed is closer to the lower speed limit, send a command to control the engine torque within the second economic torque range and closer to the maximum value of the second economic torque range.

[0031] In an optional embodiment of the first aspect, based on the current engine speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit, it is determined whether to send an instruction to control the engine torque within the economic torque range corresponding to the current engine speed, including:

[0032] If the current vehicle speed is less than the preset lower speed limit and the second speed prediction data shows a downward trend, a command is sent to set the engine torque to the third value, which is greater than the maximum value of the economic torque range corresponding to the current speed.

[0033] In an optional embodiment of the first aspect, the method further includes:

[0034] When determining whether to send a command to reduce engine torque to zero, the system compares the predicted first vehicle speed with the preset second vehicle speed limit to determine whether to send a command to set the vehicle's transmission to neutral.

[0035] In an optional embodiment of the first aspect, determining whether to send a command to set the vehicle's transmission to neutral by comparing the magnitude of a first vehicle speed prediction data with a preset second vehicle speed limit includes:

[0036] If the maximum value of the first vehicle speed prediction data is less than the second vehicle speed limit, a command is sent to set the vehicle's transmission to neutral.

[0037] Secondly, embodiments of this application provide a vehicle control device, including:

[0038] The acquisition module is used to acquire vehicle information, including the current speed and torque of the vehicle engine, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data.

[0039] The processing module is used to determine whether to send a command to limit the engine torque based on vehicle information and preset speed limits.

[0040] The first vehicle speed prediction data is the vehicle speed predicted over a future period of time while coasting in neutral. The second vehicle speed prediction data is the vehicle speed predicted over a future period of time, assuming that the engine torque is controlled within the economic torque range corresponding to the current speed.

[0041] Secondly, embodiments of this application provide a vehicle control device, including:

[0042] Thirdly, embodiments of this application provide a vehicle, including: a vehicle body and a vehicle controller; wherein, the vehicle controller includes a processor and a memory; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory to implement the method described in any of the first aspects.

[0043] Fourthly, embodiments of this application may provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method described in any of the first aspects.

[0044] Fifthly, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, is used to implement the method described in any of the first aspects.

[0045] The vehicle control method, device, vehicle, storage medium, and program product provided in this application include: acquiring vehicle information and determining, based on the vehicle information and a preset vehicle speed limit, whether to send a command to limit engine torque. The vehicle information includes the current engine speed and current torque, two sets of predicted vehicle speed data, and predicted torque data. By analyzing the data of the above types of information, and reasonably limiting engine torque, the vehicle's fuel efficiency can be improved. Attached Figure Description

[0046] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0047] Figure 1 A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 1 ;

[0048] Figure 2 A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 2 ;

[0049] Figure 3 Flowchart of the vehicle control method provided in the embodiments of this application Figure 1 ;

[0050] Figure 4 A schematic diagram of the engine parameter diagram provided in the embodiments of this application;

[0051] Figure 5 Flowchart of the vehicle control method provided in the embodiments of this application Figure 2 ;

[0052] Figure 6 A schematic diagram showing two economic torque ranges corresponding to engine speeds provided in an embodiment of this application;

[0053] Figure 7 This is a schematic diagram illustrating the relationship between torque limitation and vehicle speed, provided in an embodiment of this application.

[0054] Figure 8 Flowchart of the vehicle control method provided in the embodiments of this application Figure 3 ;

[0055] Figure 9 Flowchart of the vehicle control method provided in the embodiments of this application Figure 4 ;

[0056] Figure 10 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application;

[0057] Figure 11A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 3 .

[0058] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0060] Before introducing the embodiments of this application, the application background of the embodiments of this application will be explained first:

[0061] Cruise Control System (CC) is a basic driver assistance system originally introduced to address driver fatigue and comfort issues during long-distance highway driving. Drivers can preset a desired cruise speed, and CC will maintain the vehicle at that speed without requiring the driver to continuously press the accelerator pedal, effectively reducing the burden and fatigue on the driver's foot.

[0062] However, traditional cruise control (CC) systems cannot adapt to changes in the distance to the vehicle ahead, potentially resulting in the distance being too close or too far. To further improve driving safety, Adaptive Cruise Control (ACC) was introduced. ACC uses sensors such as radar, lasers, or cameras to sense the position and speed of the vehicle ahead and automatically adjusts the vehicle's speed to maintain a safe distance. The introduction of ACC improves the reliability and performance of driver assistance systems and reduces the probability of a collision between the driver and the vehicle ahead.

[0063] Furthermore, ACC and CC perform poorly in terms of energy conservation and environmental protection, especially fuel economy, resulting in high fuel consumption. Based on this, Predictive Economic Cruise Control (PECC) was introduced. PECC can predict road conditions, such as curves, uphill slopes, and downhill slopes, and adjust vehicle speed and control strategies in advance based on these predictions to achieve smarter, more efficient, and safer driving.

[0064] Specifically, PECC can utilize the Global Navigation Satellite System (GNSS) for precise positioning. The positioning information acquired by GNSS is then matched with the Advanced Driving Assistance System (ADAS) map to determine the vehicle's position and obtain road information ahead, such as road gradient and curve curvature. Finally, based on this road information, the vehicle speed is optimized and the vehicle's actuator systems are coordinated to address the high fuel consumption issue associated with ACC.

[0065] Figure 1 A schematic diagram of the structure of a vehicle is shown. For example... Figure 1 As shown, the vehicle includes a positioning device, a Predictive Adaptive Cruise Control (PECC) system, a Cruise Control (CC) system, and an engine. The PECC system is connected to both the positioning device and the CC system, and the CC system is connected to the engine. These connections can be wired or wireless, and this embodiment does not limit the specific connections.

[0066] The positioning device can obtain map data of the vehicle's location from the map server and cache the map data locally so that it can query road information ahead of the vehicle locally.

[0067] The PECC system includes a PECC core module and a storage module. The PECC core module can obtain the vehicle's position and road information from the positioning device, and based on the road information, plan the vehicle's speed for a future period of time with the speed set by the CC system as the target. The PECC core module can send the planned speed to the CC system; typically, the PECC core module only sends the planned speed for the next position or the next moment, denoted as (x, v).

[0068] In addition, the PECC core module can write the acquired or monitored data into the storage module. The data includes the vehicle's current position, road information, vehicle's current speed, engine torque, and vehicle speed and torque data planned by the PECC core module.

[0069] After receiving the vehicle speed at the next position or next moment from the PECC core module, the CC system determines the torque of the vehicle engine based on the vehicle speed and sends a control command to the engine, which carries the torque to achieve torque control.

[0070] In some embodiments, the PECC system can also determine the torque of the vehicle engine at the next position or the next moment based on the vehicle speed data planned by the PECC core module, and directly send a control command to the transmitter, which carries the torque, to achieve torque control.

[0071] In some embodiments, the vehicle also includes an ACC system ( Figure 1 (Not shown), the ACC system can control the vehicle's braking device based on the vehicle speed data planned by the PECC core module to achieve deceleration or stopping.

[0072] As can be seen from the foregoing embodiments, the PECC system can directly control the engine torque, or it can indirectly control the engine torque through the CC system. Regardless of the torque control method, due to the limited distance planned by the PECC system, the characteristics of the road itself, and some conditional constraints during the planning process, the engine torque corresponding to the vehicle speed planned by the PECC system may not be within the economic torque range, resulting in excessive fuel consumption and low fuel efficiency.

[0073] It should be noted that the economic torque range is related to engine speed. Different engine speeds correspond to different economic torque ranges. When the engine speed remains constant, using the torque within the economic torque range (which can include the two ends of the economic torque range) can save vehicle fuel consumption compared to using torque outside the economic torque range.

[0074] Based on the aforementioned problems, the technical concept of the present invention is as follows: Figure 1 The PECC system shown is improved as follows:

[0075] Reference Figure 2 In addition to the PECC core module and storage module, the PECC system also includes a vehicle control module, which is connected to the storage module, engine, and transmission. In some embodiments, the vehicle control module can control the engine to adjust torque and can also control the transmission to shift into neutral.

[0076] The vehicle control module can retrieve data from the storage module and predict two sets of vehicle speed data based on this data: one set of speed data is based on the assumption that the vehicle is coasting in neutral (where torque can be reduced to zero), predicting the vehicle speed change over a future period (i.e., the first speed prediction data described below); the other set of speed data is based on the assumption that the vehicle engine torque is controlled within the economic torque range, predicting the vehicle speed change over a future period (i.e., the second speed prediction data described below). The vehicle control module can also obtain the vehicle engine torque data predicted by the PECC core module of the PECC system over a future period (i.e., the torque prediction data described below).

[0077] The vehicle control module determines how to perform torque control based on two sets of predicted vehicle speed data, current vehicle information (such as vehicle speed, engine speed, engine torque, etc.), torque prediction data, and some preset vehicle speed limits (such as the first upper speed limit, the second upper speed limit, the lower speed limit, and the speed set by the CC system, etc.). For example, it sends a command to reduce the torque to zero, or sends a command to control the torque within the economic torque range corresponding to the current speed.

[0078] In the above scheme, the vehicle control module performs data analysis on the future vehicle speed changes (i.e., the two sets of vehicle speed data mentioned above) under different torque control (torque to zero or torque control within the economic torque range) to determine which torque control to actually use in order to save fuel consumption. In addition, it can also determine whether the vehicle can be controlled to coast in neutral gear based on data analysis. On the one hand, this ensures that the future vehicle speed is not too fast or too slow, and on the other hand, coasting in neutral gear can save fuel consumption.

[0079] The technical solution of this application will be described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0080] Figure 3 Flowchart of the vehicle control method provided in the embodiments of this application Figure 1 .like Figure 3 As shown, this vehicle control method is applied to any vehicle control device. A vehicle control device can refer to a vehicle control equipment, a component within that equipment (e.g., a processor, circuit, chip, etc.), or a logic module or software capable of implementing the control functions described below.

[0081] In one example, the vehicle is equipped with a CC system and a PECC system, and the entity executing the vehicle control method can be, for example, a CC system and a PECC system. Figure 2 The image shows the vehicle control module in the PECC system. In some examples, the vehicle control module may also operate independently of the PECC system. For ease of description, the following section will focus on the vehicle control module as the implementing entity to introduce the vehicle control method.

[0082] like Figure 3 As shown, the vehicle control method can be implemented through the following steps:

[0083] S301. Obtain vehicle information, including the current engine speed and torque, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data.

[0084] The first vehicle speed prediction data is the predicted vehicle speed over a future period while coasting in neutral. This data typically includes speed data from multiple future locations or times. Specifically, the vehicle control module can predict the vehicle's speed changes over a future period while coasting in neutral based on future road information and vehicle information, thus obtaining the first vehicle speed prediction data. Future road information includes gradient information and curve curvature after the current location, while vehicle information includes the vehicle's current speed and the engine's current torque.

[0085] The second vehicle speed prediction data is the predicted vehicle speed over a future period, assuming the engine torque is controlled within the economic torque range corresponding to the current engine speed. This second vehicle speed prediction data typically includes speed data from multiple future locations or times, and is predicted by the vehicle control module.

[0086] Torque prediction data refers to the torque data of the vehicle's engine predicted by the vehicle system over a future period. Specifically, the vehicle control module obtains this data from the vehicle system (e.g., ...). Figure 2 The vehicle control module obtains torque prediction data from the PECC core module of the PECC system. For example, the torque prediction data can be obtained from the PECC core module. The PECC core module can predict the vehicle's speed over a future period, using the speed set by the CC system as a target, and then obtain the vehicle's torque data based on that speed data.

[0087] S302. Based on vehicle information and preset speed limits, determine whether to send a command to limit engine torque.

[0088] The preset speed limits include a preset upper speed limit and a preset lower speed limit.

[0089] In one possible implementation of S302, the vehicle control module determines whether to send a command to reduce the engine torque to zero based on vehicle information and a preset speed limit.

[0090] In one example, the decision to send a command to reduce engine torque to zero can be made in the following way:

[0091] S3021. Based on the current engine speed in the vehicle information and the preset engine parameter diagram, determine the economic torque range corresponding to the current engine speed.

[0092] The engine parameter diagram indicates the relationship between engine speed and the economic torque range. For example, Figure 4 This is a schematic diagram of engine parameter diagrams provided in an embodiment of this application. Figure 4As shown, the horizontal axis of the engine parameter graph represents engine speed, with the unit being r / s (revolutions per second), and the vertical axis represents torque, with the unit being N·m (newton-meter). Figure 4 The area between curve 1 and curve 2 corresponds to the engine's economic torque range, and it can be seen that the economic torque range varies at different engine speeds.

[0093] in addition, Figure 4 There are multiple contour lines besides curves 1 and 2, and each contour line is marked with a number ( Figure 4 The values ​​186, 188, etc. indicate the fuel consumption rate (BSFC), which represents the amount of fuel consumed by an engine operating at one kilowatt of power for one hour. The higher the BSFC value, the lower the fuel economy, and the lower the BSFC value, the higher the fuel economy.

[0094] based on Figure 4 The engine parameter diagram shown allows the vehicle control module to obtain the economic torque range corresponding to the current engine speed from the engine parameter diagram.

[0095] S3022. Based on the economic torque range corresponding to the current speed, the first vehicle speed prediction data and torque prediction data in the vehicle information, determine whether to send a command to reduce the engine torque to zero.

[0096] In one possible implementation, the vehicle control module can determine whether a first condition is met based on the first vehicle speed prediction data and a preset vehicle speed limit. If the first condition is met, a command to reduce the engine torque to zero is sent. The first condition includes: the maximum value of the first vehicle speed prediction data is greater than or equal to a preset first vehicle speed upper limit, and the average value of the first vehicle speed prediction data is greater than or equal to a preset vehicle speed lower limit.

[0097] In this embodiment, if the predicted vehicle speed in the neutral coasting state has a brief overspeed (i.e., the vehicle speed at a certain position or at a certain moment in the predicted vehicle speed is greater than or equal to the first speed limit), and the overall predicted vehicle speed in the neutral coasting state is relatively high (i.e., the average predicted vehicle speed is greater than or equal to the speed limit), the torque can be reduced to zero to avoid unnecessary fuel consumption and improve fuel efficiency.

[0098] If the predicted speed of the vehicle briefly exceeds the speed limit while coasting in neutral, but the overall predicted speed of the vehicle while coasting in neutral is low (i.e., the average predicted speed is less than the lower limit of the speed limit), the torque does not need to be reduced to zero to avoid a significant deceleration of the vehicle.

[0099] In one possible implementation, the vehicle control module can determine whether a second condition is met based on the economic torque range corresponding to the current engine speed and the torque prediction data. If the second condition is met, a command to reduce the engine torque to zero is sent. The second condition includes: all torque data in the torque prediction data that are greater than or equal to a preset percentage are less than the minimum value of the economic torque range corresponding to the current engine speed.

[0100] Torque prediction data typically includes torque data for multiple future locations or times.

[0101] In this embodiment, if any torque data in the torque prediction data that is greater than or equal to a preset percentage (e.g., the preset percentage is 80%) is less than the minimum value of the economic torque range corresponding to the current speed, it indicates that most of the torque data in the prediction torque data is uneconomical (i.e., excessive fuel consumption). The vehicle control module can then send a command to reduce the engine torque to zero to avoid unnecessary fuel consumption and improve fuel efficiency.

[0102] The preset percentage can be set according to actual application needs, and this embodiment does not impose any restrictions on this.

[0103] In some embodiments, zeroing the engine torque can also be described as setting the transmitter torque to zero.

[0104] In the vehicle control method shown in the above embodiments, after obtaining vehicle information, it can determine whether the aforementioned first condition or second condition is met based on the vehicle information and the preset vehicle speed limit. If the aforementioned first condition or second condition is met, the vehicle engine torque can be controlled to return to zero, avoiding unnecessary fuel consumption and improving fuel efficiency.

[0105] In one possible implementation of S302, the vehicle control module determines whether to send a command to control the engine torque within the economic torque range corresponding to the current speed, based on vehicle information and a preset speed limit.

[0106] In one example, when it is determined not to send a command to reduce the engine torque to zero, the vehicle control module determines whether to send a command to control the engine torque within the economic torque range corresponding to the current engine speed, based on the current speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit.

[0107] In this example, if either the first or second condition is not met, the vehicle control module will not reduce the engine torque to zero. The vehicle control module further determines whether the vehicle's current torque needs adjustment, for example, adjusting the torque to the economic torque range corresponding to the current engine speed to save fuel consumption. The following section, in conjunction with the appendix... Figure 5 This example will be explained in detail.

[0108] Figure 5 Flowchart of the vehicle control method provided in the embodiments of this application Figure 2 .like Figure 5 As shown, in Figure 3 Based on the illustrated embodiment, when it is determined that no command to reduce engine torque to zero will be sent, the vehicle control method can be implemented through the following steps:

[0109] S501. If the third condition is met, send a command to control the engine torque within the economic torque range corresponding to the current speed.

[0110] The third condition includes: the current torque is greater than or equal to the maximum value of the economic torque range corresponding to the current speed, and the second vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit.

[0111] The economic torque range corresponding to the current speed includes a first economic torque range and a second economic torque range. The first economic torque range is the torque range between the target torque at the current speed and a first value, and the second economic torque range is the torque range between the target torque at the current speed and a second value. Both the first and second values ​​are positive, and the first value is less than the second value. In some embodiments, the first economic torque range can also be described as an ordinary-eco torque range, and the second economic torque range can also be described as a sub-eco torque range.

[0112] To facilitate understanding, the first and second economic torque ranges at different speeds are illustrated below with reference to the accompanying drawings.

[0113] For example, Figure 6 This is a schematic diagram showing two economic torque ranges corresponding to engine speeds provided in an embodiment of this application. (See diagram below.) Figure 6 As shown, with Figure 4 Similarly, the region between curves 1 and 2 corresponds to the engine's first economic torque range, and the region between curves 3 and 4 corresponds to the engine's second economic torque range. Assuming the vehicle's current engine speed is 1200 r / s, and the target torque corresponding to that current speed is 1000 N·m, based on... Figure 6 The engine parameter diagram shown indicates that the first economic torque range at this speed is 1000±5, and the second economic torque range at this speed is 1000±10. In this example, the first value is 5, and the second value is 10. It can be seen that the torque range of the first economic torque range is smaller than that of the second economic torque range, and the second economic torque range encompasses the first economic torque range.

[0114] In one example, the economic torque range corresponding to the current speed in the third condition refers to the first economic torque range corresponding to the current speed.

[0115] Based on this example, one implementation of S501 is as follows: The vehicle control module determines whether the following third condition is met based on the current torque, the first economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data: the current torque is greater than or equal to the maximum value of the first economic torque range corresponding to the current speed, and the average value of the second vehicle speed prediction data is greater than a preset lower limit of vehicle speed. If the third condition is met, a command is sent to control the engine torque within the first economic torque range or the second economic torque range corresponding to the current speed.

[0116] Based on this example, another implementation of S501 is as follows: The vehicle control module determines whether the following third condition is met based on the current torque, the first economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data: the current torque is greater than or equal to the maximum value of the first economic torque range corresponding to the current engine speed, and the minimum value of the second vehicle speed prediction data is greater than a preset lower limit of vehicle speed. If the third condition is met, a command is sent to control the engine torque within the first or second economic torque range corresponding to the current engine speed.

[0117] Regarding the two implementations of S501 mentioned above, it can be seen that if the current torque is greater than or equal to the maximum value of the first economic torque range corresponding to the current speed, and the predicted vehicle speed (such as the average or minimum value of the second vehicle speed prediction data) is higher than the lower limit of vehicle speed, it indicates that although the predicted vehicle speed is above the lower limit of vehicle speed, the current torque is not economical. In this regard, the vehicle control module can adjust the engine torque so that it falls within the first economic torque range or the second economic torque range corresponding to the current speed, in order to save fuel consumption.

[0118] In another example, the economic torque range corresponding to the current speed in the third condition refers to the second economic torque range corresponding to the current speed.

[0119] Based on this example, one implementation of S501 is as follows: The vehicle control module determines whether the following third condition is met based on the current torque, the second economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data: the current torque is greater than or equal to the maximum value of the second economic torque range corresponding to the current speed, and the average value of the second vehicle speed prediction data is greater than a preset lower limit of vehicle speed. If the third condition is met, a command is sent to control the engine torque within the first or second economic torque range corresponding to the current speed.

[0120] Based on this example, another implementation of S501 is as follows: The vehicle control module determines whether the following third condition is met based on the current torque, the second economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data: the current torque is greater than or equal to the maximum value of the second economic torque range corresponding to the current engine speed, and the minimum value of the second vehicle speed prediction data is greater than a preset lower limit of vehicle speed. If the third condition is met, a command is sent to control the engine torque within the first or second economic torque range corresponding to the current engine speed.

[0121] Furthermore, after determining that the third condition is met, the vehicle control module can adjust the current vehicle speed, the preset lower speed limit, and the vehicle system (e.g., ...). Figure 2 The CC system (as shown) analyzes the vehicle speed set and the second vehicle speed prediction data to determine whether to send a command to control the engine torque within the first economic torque range corresponding to the current speed, or to send a command to control the engine torque within the second economic torque range corresponding to the current speed.

[0122] The torque control will be described in detail below through several implementation methods.

[0123] In one possible implementation, if the current vehicle speed is greater than or equal to the lower speed limit and the current vehicle speed is greater than or equal to the speed set by the vehicle system, a command is sent to control the engine torque within the first economic torque range corresponding to the current speed.

[0124] For example, controlling the engine torque within the first economic torque range corresponding to the current engine speed can mean controlling the engine torque to the maximum value of the first economic torque range corresponding to the current engine speed. Optionally, the engine torque can also be controlled to any value within the first economic torque range corresponding to the current engine speed, except for the maximum value.

[0125] In this embodiment, if it is determined that the engine torque needs to be adjusted (the current torque is uneconomical), and the current vehicle speed is greater than or equal to the lower limit of the vehicle speed and the current vehicle speed is greater than or equal to the vehicle speed set by the vehicle system, it indicates that the current vehicle speed is high. The torque can be adjusted to the maximum value of the first economic torque range corresponding to the current speed to improve fuel efficiency.

[0126] In one possible implementation, if the current vehicle speed is greater than or equal to the lower speed limit and less than the speed set by the vehicle system, a command is sent to control the engine torque within the second economic torque range corresponding to the current speed.

[0127] For example, controlling the engine torque within the second economic torque range corresponding to the current engine speed can mean controlling the engine torque to the maximum value of the second economic torque range corresponding to the current engine speed. Optionally, the engine torque can also be controlled to any value within the second economic torque range corresponding to the current engine speed, except for the maximum value.

[0128] In this embodiment, when it is determined that engine torque needs adjustment (the current torque is uneconomical), if the current vehicle speed is greater than or equal to the lower speed limit and less than the speed set by the vehicle system, it indicates that the current vehicle speed is low. The torque can then be adjusted to the maximum value of the second economic torque range corresponding to the current engine speed. Compared to the previous embodiment, since the maximum value of the second economic torque range corresponding to the current engine speed is greater than the maximum value of the first economic torque range corresponding to the current engine speed, the vehicle speed can be increased to a certain extent, while simultaneously improving fuel efficiency. In other words, if the current vehicle speed is low, the torque can be adjusted to a higher economic torque value (such as the maximum value of the second economic torque range corresponding to the current engine speed), and if the current vehicle speed is high, the torque can be adjusted to a lower economic torque value (such as the maximum value of the first economic torque range corresponding to the current engine speed).

[0129] In one example of this implementation, if the current vehicle speed is closer to the vehicle speed set by the vehicle system, a command is sent to control the engine torque within the first economic torque range and closer to the maximum value of the first economic torque range; if the current vehicle speed is closer to the lower speed limit, a command is sent to control the engine torque within the second economic torque range and closer to the maximum value of the second economic torque range. See the appendix for details. Figure 7 Understand this adjustment strategy.

[0130] For example, Figure 7 This is a schematic diagram illustrating the relationship between torque limitation and vehicle speed, provided in an embodiment of this application. Figure 7 The torque limit in the figure refers to the adjusted torque value. Figure 7 The horizontal axis of the coordinate system represents vehicle speed, and the vertical axis represents torque limit. If the current vehicle speed (V) cur1 The closer to the preset lower limit of vehicle speed (V) low lim The torque limit is closer to the maximum value of the second economic torque range corresponding to the current speed (T). sub-eco-upper If the current vehicle speed (V) cur2 The closer to the vehicle's system-set speed (V) set The torque limit is closer to the maximum value of the first economic torque range corresponding to the current speed (T). ordinary-eco-upper ).

[0131] In one possible implementation, if the current vehicle speed is less than the lower limit of vehicle speed and the second vehicle speed prediction data shows an upward trend, a command is sent to control the engine torque in the second economic torque range.

[0132] The upward trend in the second vehicle speed prediction data can be understood as follows: any vehicle speed data in the second vehicle speed prediction data that is greater than or equal to the first proportion is greater than the current vehicle speed. For example, the first proportion can be 80%.

[0133] In this embodiment, if it is determined that the engine torque needs to be adjusted (the current torque is uneconomical), and if the current vehicle speed is less than the lower limit of the vehicle speed and the second vehicle speed prediction data shows an upward trend, it indicates that the vehicle speed is low but has an upward trend. Therefore, the torque can be set to a higher torque value, such as the maximum value of the second economic torque range corresponding to the current speed, which can increase the vehicle speed to a certain extent and improve fuel efficiency.

[0134] In one possible implementation, if the current vehicle speed is less than the lower limit of the vehicle speed and the second vehicle speed prediction data shows a downward trend, a command is sent to set the engine torque to a third value, which is greater than the maximum value of the economic torque range corresponding to the current speed.

[0135] The downward trend in the second vehicle speed prediction data can be understood as follows: any vehicle speed data in the second vehicle speed prediction data that is greater than or equal to a second proportion is lower than the current vehicle speed. For example, the second proportion can be 80%.

[0136] In this embodiment, when it is determined that the engine torque needs to be adjusted (the current torque is uneconomical), if the current vehicle speed is less than the lower limit of the vehicle speed and the second vehicle speed prediction data shows a downward trend, it indicates that the vehicle speed is low and has a tendency to continue to decrease. Therefore, the torque can be set to an uneconomical value. This uneconomical torque value can be kept at the current torque value, or it can be greater than the current torque value, or it can be set to a torque value greater than the maximum value of the second economical torque range corresponding to the current speed, so as to avoid the vehicle speed from continuing to decrease.

[0137] The vehicle control method shown in the above embodiments, when determining not to send a command to reduce torque to zero, needs to combine information such as the current torque, the two economic torque ranges corresponding to the current speed, the second vehicle speed prediction data, and the preset vehicle speed limit to comprehensively determine whether it is necessary to adjust the engine torque to the economic torque range, so as to control the vehicle engine torque and improve the vehicle's fuel efficiency.

[0138] In neutral coasting, the transmission is in neutral, the clutches of the engine and the drive wheels are disengaged, and the engine no longer transmits power to the wheels through the transmission. The vehicle coasts due to inertia. Compared to coasting without neutral, coasting in neutral results in higher speeds, longer coasting distances, and better fuel economy within the same timeframe. However, this doesn't mean coasting in neutral is suitable for all situations. If coasting in neutral leads to speeding, the vehicle will need to slow down, and the additional braking force will obviously affect the lifespan of the braking system.

[0139] In view of this, the present application also provides a vehicle control method: based on the foregoing embodiments, if the foregoing first condition or the foregoing second condition is met, the vehicle control module sends a command to reduce the engine torque to zero. Furthermore, the vehicle control module can also determine whether to control the vehicle to coast in neutral when the torque is zero through the following embodiments, so that the vehicle speed is not too low or too high, thereby improving the stability of vehicle driving.

[0140] Figure 8 Flowchart of the vehicle control method provided in the embodiments of this application Figure 3 .like Figure 8 As shown, in Figure 3 Based on the illustrated embodiment, when determining to send a command to reduce engine torque to zero, the vehicle control method can be implemented through the following steps:

[0141] S801. By comparing the first vehicle speed prediction data with the preset second vehicle speed limit, determine whether to send a command to set the vehicle's transmission to neutral.

[0142] In one possible implementation, if the maximum value of the first vehicle speed prediction data is less than the second vehicle speed limit, the gear of the vehicle transmission is set to neutral.

[0143] In this embodiment, the maximum value of the first vehicle speed prediction data is less than the second vehicle speed limit, indicating that the future vehicle speed is low. If coasting in neutral is unlikely to cause the vehicle to exceed the speed limit, the gear of the vehicle's transmission can be set to neutral.

[0144] It should be understood that if the maximum value of the first vehicle speed prediction data is less than the second vehicle speed limit, and each vehicle speed data at multiple locations or times in the first vehicle speed prediction data is less than the second vehicle speed limit, then the average value of the multiple vehicle speed data in the first vehicle speed prediction data is also less than the second vehicle speed limit. Therefore, in one possible implementation, if the average value of the first vehicle speed prediction data is less than the second vehicle speed limit, the vehicle's transmission is set to neutral.

[0145] The vehicle control method shown in the above embodiments can further analyze the overall situation of future vehicle speed when the control torque is zero, and determine whether to control the transmission to shift to neutral to avoid the future vehicle speed being too low or too high.

[0146] Based on the foregoing embodiments, the following is a summary... Figure 9 The embodiments summarize the vehicle control method provided in the embodiments of this application.

[0147] Figure 9 Flowchart of the vehicle control method provided in the embodiments of this application Figure 4 .like Figure 9 As shown, the vehicle control method involves the following modules: a module for determining the economic torque range, a vehicle speed prediction module, a module for determining torque control, a module for determining torque limit, and a module for determining neutral gear control. The vehicle control module in the aforementioned embodiment may include the above modules.

[0148] Specifically, the module for determining the economic torque range can determine the economic torque range corresponding to the current engine speed based on the current engine speed. The vehicle speed prediction module can obtain vehicle speed prediction data under different torque control conditions based on road information and vehicle information ahead, including the aforementioned first and second vehicle speed prediction data. The torque control determination module can comprehensively determine whether to reduce the torque to zero based on the current engine torque, torque prediction data, preset vehicle speed limit, first and second vehicle speed prediction data. In one case, if the torque control determination module determines to reduce the torque to zero, the neutral control determination module can determine whether to set the transmission gear to neutral based on the first vehicle speed prediction data and the preset vehicle speed limit, i.e., control the vehicle to coast in neutral. In another case, if the torque control determination module determines that the torque should not be reduced to zero, the torque limit determination module can set the torque to the economic torque range based on the economic torque range corresponding to the current engine speed, the preset vehicle speed limit, the current vehicle speed, and the second vehicle speed prediction data. The execution steps of the above modules can be referred to the aforementioned embodiments, and will not be elaborated in this embodiment.

[0149] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0150] Figure 10 This is a schematic diagram of the vehicle control device provided in an embodiment of this application. Figure 10 As shown, the vehicle control device 1000 includes:

[0151] The acquisition module 1001 is used to acquire vehicle information, which includes the current speed and torque of the vehicle engine, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data.

[0152] The processing module 1002 is used to determine whether to send a command to limit the engine torque based on vehicle information and preset vehicle speed limits.

[0153] The first vehicle speed prediction data is the vehicle speed predicted over a future period of time while coasting in neutral. The second vehicle speed prediction data is the vehicle speed predicted over a future period of time, assuming that the engine torque is controlled within the economic torque range corresponding to the current speed.

[0154] In one optional embodiment of the first aspect, the processing module 1002 is configured to determine whether to send an instruction to reduce the engine torque to zero based on the economic torque range corresponding to the current speed, the first vehicle speed prediction data and the torque prediction data in the vehicle information.

[0155] In an optional embodiment of the first aspect, the processing module 1002 is configured to send an instruction to reduce the engine torque to zero if the first condition or the second condition is met.

[0156] The first condition includes: the maximum value of the first vehicle speed prediction data is greater than or equal to the preset first vehicle speed upper limit, and the average value of the first vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit.

[0157] The second condition includes: all torque data in the torque prediction data that are greater than or equal to a preset percentage are less than the minimum value of the economic torque range corresponding to the current speed.

[0158] In an optional embodiment of the first aspect, the processing module 1002 is configured to, when determining not to send an instruction to reduce the engine torque to zero, determine whether to send an instruction to control the engine torque within the economic torque range corresponding to the current engine speed, based on the current speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit.

[0159] In an optional embodiment of the first aspect, the processing module 1002 is configured to send a message to control the engine torque within the economic torque range corresponding to the current speed if the third condition is met.

[0160] The third condition includes: the current torque is greater than or equal to the maximum value of the economic torque range corresponding to the current speed, and the second vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit.

[0161] In one optional embodiment of the first aspect, the processing module 1002 is configured to perform data analysis on the current vehicle speed, the preset lower limit of vehicle speed, the vehicle speed set by the vehicle system, and the second vehicle speed prediction data, and send an instruction to control the engine torque in the first economic torque range or the second economic torque range.

[0162] The first economic torque range is the torque range between the target torque at the current speed and the first value. The second economic torque range is the torque range between the target torque at the current speed and the second value. Both the first and second values ​​are positive, and the first value is less than the second value.

[0163] In an alternative embodiment of the first aspect, the processing module 1002 is configured to:

[0164] If the current vehicle speed is greater than or equal to the lower speed limit and greater than or equal to the vehicle speed set by the vehicle system, send a command to control the engine torque within the first economic torque range; or

[0165] If the current vehicle speed is greater than or equal to the lower speed limit and less than the vehicle speed set by the system, send a command to control the engine torque within the second economic torque range; or

[0166] If the current vehicle speed is less than the lower speed limit and the second speed prediction data shows an upward trend, a command is sent to control the engine torque in the second economic torque range.

[0167] In an alternative embodiment of the first aspect, the processing module 1002 is configured to:

[0168] If the current vehicle speed is closer to the vehicle system's set speed, a command is sent to control the engine torque within the first economic torque range, and closer to the maximum value of the first economic torque range; or

[0169] If the current vehicle speed is closer to the lower speed limit, send a command to control the engine torque within the second economic torque range and closer to the maximum value of the second economic torque range.

[0170] In an optional embodiment of the first aspect, the processing module 1002 is configured to send an instruction to set the engine torque to a third value if the current vehicle speed is less than a preset lower limit of vehicle speed and the second vehicle speed prediction data shows a downward trend. The third value is greater than the maximum value of the economic torque range corresponding to the current speed.

[0171] In an optional embodiment of the first aspect, the processing module 1002 is further configured to, when determining to send an instruction to reduce the engine torque to zero, determine whether to send an instruction to set the vehicle transmission to neutral by comparing the magnitude relationship between the first vehicle speed prediction data and the preset second vehicle speed limit.

[0172] In an optional embodiment of the first aspect, the processing module 1002 is configured to send an instruction to set the gear of the vehicle transmission to neutral if the maximum value of the first vehicle speed prediction data is less than the second vehicle speed upper limit.

[0173] The vehicle control device provided in this application embodiment can be used to execute the vehicle control method in any of the above embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0174] In some embodiments, the vehicle control unit can be integrated into, for example, Figure 2 In the PECC system.

[0175] In some embodiments, the vehicle control unit may also be considered independent of, for example, Figure 2 The device for the PECC system is installed in the vehicle.

[0176] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls, or entirely in hardware. Alternatively, some modules can be implemented through processing element calls in software, while others are implemented in hardware. Moreover, these modules can be fully or partially integrated together, or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0177] Figure 11 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. For example... Figure 11 As shown, the vehicle 1100 may include a vehicle body 1110 and a vehicle controller 1120. The vehicle controller 1120 includes a processor 1122, a memory 1121, and computer program instructions stored in the memory 1121 and executable on the processor 1122. When the processor 1122 executes the computer program instructions, it implements the vehicle control method provided in any of the foregoing embodiments.

[0178] Optionally, the various devices in the vehicle 1100 can be connected via a system bus.

[0179] The memory 1121 can be a separate memory unit or a memory unit integrated into the processor. The number of processors can be one or more.

[0180] Optionally, vehicle 1100 may also include a communication interface for interacting with other devices.

[0181] It should be understood that the processor 1122 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this application can be directly manifested as being executed by a hardware processor, or executed by a combination of hardware and software modules within the processor.

[0182] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus. Memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0183] All or part of the steps in the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a readable memory. When the program is executed, it performs the steps of the above-described method embodiments. The aforementioned memory (storage medium) includes: read-only memory (ROM), RAM, flash memory, hard disk, solid-state drive, magnetic tape, floppy disk, optical disk, and any combination thereof.

[0184] The vehicle provided in this application embodiment can be used to execute the vehicle control method provided in any of the above method embodiments. The implementation principle and technical effect are similar, and will not be repeated here.

[0185] This application provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are executed on a computer, the computer performs the aforementioned vehicle control method.

[0186] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory, electrically erasable programmable read-only memory, erasable programmable read-only memory, programmable read-only memory, read-only memory, magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0187] Optionally, a readable storage medium can be coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. The readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in application-specific integrated circuits (ASICs). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0188] This application also provides a computer program product. The computer program product includes a computer program, which, when executed by a processor, is used to implement the above-described vehicle control method.

[0189] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle control method applied to a predictive adaptive cruise control (PECC) system, characterized in that, include: Obtain vehicle information, which includes the current engine speed and torque of the vehicle, the current vehicle speed, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data; The torque prediction data is the torque data of the vehicle engine predicted by the core module of the PECC system over a period of time in the future. If, based on the economic torque range corresponding to the current engine speed, the first vehicle speed prediction data, and the torque prediction data, it is determined that either the first condition or the second condition is met, then a command to reduce the engine torque to zero is sent; wherein, the first condition is that the maximum value of the first vehicle speed prediction data is greater than or equal to a preset first vehicle speed upper limit, and the average value of the first vehicle speed prediction data is greater than or equal to a preset vehicle speed lower limit; the second condition is that all torque data in the torque prediction data that are greater than or equal to a preset percentage are less than the minimum value of the economic torque range corresponding to the current engine speed; If, based on the current engine speed and current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit, it is determined that the third condition is met, then an instruction is sent to control the engine torque within the economic torque range corresponding to the current engine speed; wherein, the third condition is that the current torque is greater than or equal to the maximum value of the economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data is greater than or equal to the preset vehicle speed lower limit. Wherein, the first vehicle speed prediction data is the vehicle speed data predicted for a future period of time under the coasting state in neutral; the second vehicle speed prediction data is the vehicle speed data predicted for a future period of time under the assumption that the engine torque is controlled within the target torque range corresponding to the current speed; the economic torque range includes a first economic torque range and a second economic torque range, the first economic torque range is the torque range of the target torque ± a first value, the second economic torque range is the torque range of the target torque ± a second value, both the first value and the second value are positive values, the first value is less than the second value, and the target torque is the torque value with the highest economy at the current speed.

2. The method according to claim 1, characterized in that, Sending the instruction to control the engine torque within the economic torque range corresponding to the current engine speed includes: If the current vehicle speed is greater than or equal to the preset lower limit of vehicle speed and the current vehicle speed is greater than or equal to the vehicle speed set by the cruise control (CC) system, a command is sent to control the engine torque within the first economic torque range. If the current vehicle speed is greater than or equal to the lower limit of the vehicle speed and the current vehicle speed is less than the vehicle speed set by the CC system, a command is sent to control the engine torque within the second economic torque range; If the current vehicle speed is less than the lower limit of the vehicle speed, and the second vehicle speed prediction data shows an upward trend, a command is sent to control the engine torque within the second economic torque range.

3. The method according to claim 2, characterized in that, Sending a command to control the engine torque within the second economic torque range includes: If the current vehicle speed is closer to the vehicle speed set by the CC system, a command is sent to control the engine torque within the second economic torque range and closer to the maximum value of the first economic torque range.

4. The method according to claim 2, characterized in that, Sending the instruction to control the engine torque within the second economic torque range includes: If the current vehicle speed is closer to the lower limit of the vehicle speed, a command is sent to control the engine torque within the second economic torque range and closer to the maximum value of the second economic torque range.

5. The method according to claim 1, characterized in that, Also includes: If the current vehicle speed is less than a preset lower speed limit and the second vehicle speed prediction data shows a downward trend, a command is sent to set the engine torque to a third value, which is greater than the maximum value of the economic torque range corresponding to the current speed.

6. The method according to claim 1, characterized in that, The method further includes: When determining to send a command to reduce the engine torque to zero, the system compares the first vehicle speed prediction data with a preset second vehicle speed limit to determine whether to send a command to set the vehicle transmission to neutral.

7. The method according to claim 6, characterized in that, The step of determining whether to send a command to set the vehicle's transmission to neutral by comparing the first predicted vehicle speed data with a preset second upper limit of vehicle speed includes: If the maximum value of the first vehicle speed prediction data is less than the second vehicle speed upper limit, a command is sent to set the gear of the vehicle's transmission to neutral.

8. A vehicle control device applied to a predictive adaptive cruise control (PECC) system, characterized in that, include: The acquisition module is used to acquire vehicle information, which includes the current speed and torque of the vehicle engine, the current vehicle speed, first vehicle speed prediction data, second vehicle speed prediction data, and torque prediction data. The torque prediction data is the torque data of the vehicle engine predicted by the core module of the PECC system over a period of time in the future. The processing module is configured to, if determined based on the current engine speed corresponding to the economic torque range, the first vehicle speed prediction data, and the torque prediction data, that a first condition or a second condition is met, then send an instruction to reduce the engine torque to zero; wherein the first condition is that the maximum value of the first vehicle speed prediction data is greater than or equal to a preset first vehicle speed upper limit, and the average value of the first vehicle speed prediction data is greater than or equal to a preset vehicle speed lower limit; the second condition is that torque data with a percentage greater than or equal to a preset proportion in the torque prediction data are all less than the minimum value of the economic torque range corresponding to the current engine speed; and if determined based on the current engine speed and the current torque in the vehicle information, the second vehicle speed prediction data, and the preset vehicle speed limit, that a third condition is met, then send an instruction to control the engine torque within the economic torque range corresponding to the current engine speed; wherein the third condition is that the current torque is greater than or equal to the maximum value of the economic torque range corresponding to the current engine speed, and the second vehicle speed prediction data is greater than or equal to a preset vehicle speed lower limit. Wherein, the first vehicle speed prediction data is the vehicle speed data predicted for a future period of time under the coasting state in neutral; the second vehicle speed prediction data is the vehicle speed data predicted for a future period of time under the assumption that the engine torque is controlled within the target torque range corresponding to the current speed; the economic torque range includes a first economic torque range and a second economic torque range, the first economic torque range is the torque range of the target torque ± a first value, the second economic torque range is the torque range of the target torque ± a second value, both the first value and the second value are positive values, the first value is less than the second value, and the target torque is the torque value with the highest economy at the current speed.

9. A vehicle, characterized in that, include: The vehicle body and vehicle controller; The vehicle controller includes a processor and a memory; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the vehicle control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle control method as described in any one of claims 1 to 7.

11. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it is used to implement the vehicle control method as described in any one of claims 1 to 7.

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