Cruise control method and device, equipment, storage medium and program product

Abstract

The invention provides a cruise control method and device, equipment, a storage medium and a program product, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a driving mode and cruise working condition parameters of a vehicle in a cruise process; when the driving mode is the first target mode, a feedback control item is determined according to the driving mode, the target cruise vehicle speed and the actual vehicle speed, and the target engine torque is determined according to the target cruise vehicle speed, the feedback control item and the road gradient; when the driving mode is the second target mode, the target engine torque is set to be 0; and performing torque control on the vehicle according to the target engine torque. According to the method, the target engine torque is determined according to the different strategies in the different driving modes, torque control is conducted on the vehicle according to the target engine torque, the problem that the vehicle smoothness is poor due to dramatic changes of the engine torque is avoided, and therefore the driving comfort and the fuel efficiency are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a cruise control method, device, equipment, storage medium and program product. Background Art

[0002] Predictive Cruise Control (PCC) system is an intelligent control system based on road traffic information, which aims to optimize the vehicle's cruise control by combining vehicle navigation data, sensor information and real-time traffic information, thereby improving the vehicle's fuel efficiency, reducing driver fatigue, and improving driving comfort and driving safety.

[0003] In the prior art, a proportional-integral-derivative (PID) control system is usually used to control the actual vehicle speed, so that the actual vehicle speed accurately follows the target cruising speed calculated by the PCC system according to road traffic information.

[0004] However, since the target cruising speed will constantly change according to real-time road traffic information, and the change slopes are different, adjusting the actual vehicle speed through the PID control system will cause a sudden change in the engine torque, resulting in poor vehicle smoothness, which in turn affects driving comfort and fuel efficiency. Summary of the invention

[0005] The present application provides a cruise control method, device, equipment, storage medium and program product, which are used to determine the target engine torque according to different strategies under different driving modes, and control the vehicle torque according to the target engine torque, so as to avoid the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency.

[0006] In a first aspect, the present application provides a cruise control method, the method comprising:

[0007] Obtaining the driving mode and cruising condition parameters of the vehicle during cruising, the cruising condition parameters including: target cruising speed, actual speed, and road slope;

[0008] When the driving mode is the first target mode, a feedback control item is determined according to the driving mode, the target cruising speed and the actual speed, and a target engine torque is determined according to the target cruising speed, the feedback control item and the road slope. The first target mode includes at least one of the following: an initial cruising mode, a pre-uphill mode, an uphill mode, or a flat road mode. The feedback control item includes: a target speed difference, a proportional integral control parameter, and the proportional integral control parameter includes: a proportional control parameter and an integral control parameter. The proportional integral control parameter of the initial cruising mode is a default value, the proportional integral control parameter of the pre-uphill mode is greater than the default value, and the proportional integral control parameter of the uphill mode is less than the default value. The target speed differences of the initial cruising mode, the pre-uphill mode and the uphill mode are all speed differences between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step.

[0009] When the driving mode is a second target mode, the target engine torque is set to 0, and the second target mode includes at least one of the following: a downhill mode or a braking mode;

[0010] The vehicle is torque controlled according to the target engine torque.

[0011] In a possible design, the feedback control item is determined according to the driving mode, the target cruising speed and the actual vehicle speed, including:

[0012] When the driving mode is the first cruise mode, determining the number of times the target engine torque has been determined in the first cruise mode;

[0013] If the determined number is less than 1, the default value is used as the feedback control item;

[0014] The method further includes:

[0015] If the determined number is greater than or equal to 1, the actual engine torque before the first cruise mode is used as the target engine torque.

[0016] In a possible design, the target engine torque is determined according to the target cruising speed, the feedback control item and the road gradient, including:

[0017] Determine the required torque at the engine end according to the target cruising speed and road slope;

[0018] Determining feedback demand torque according to the feedback control item;

[0019] The total torque of the engine-side demand torque and the feedback demand torque is determined as the target engine torque.

[0020] In a possible design, the required torque at the engine end is determined according to the target cruising speed and the road gradient, including:

[0021] Obtain the inherent properties of the vehicle, including: vehicle wind resistance parameter, vehicle frontal area, tire rolling resistance parameter, vehicle mass, gearbox ratio, final reducer ratio, transmission efficiency and wheel radius;

[0022] Calculate the required wheel-end driving force based on the target cruising speed, road slope, vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass;

[0023] According to the gearbox ratio, the final drive ratio, the transmission efficiency and the wheel radius, the required driving force at the wheel end is converted into the required torque at the engine end;

[0024] The vehicle is torque controlled according to the target engine torque, including:

[0025] When the driving mode is the first cruise mode and / or the pre-uphill mode, the corresponding acceleration limit range is determined according to the driving mode, and different driving modes correspond to different acceleration limit ranges;

[0026] Determine the torque limit range according to the acceleration limit range and the required driving force at the wheel end;

[0027] Within the torque limit range, the vehicle is torque controlled according to the target engine torque.

[0028] In a possible design, the torque limit range is determined according to the acceleration limit range and the wheel end required driving force, including:

[0029] According to the minimum acceleration of the acceleration limit range, the minimum limit torque included in the torque limit range during acceleration and the maximum limit torque included in the torque limit range during deceleration are determined;

[0030] The maximum limit torque included in the torque limit range during acceleration and the minimum limit torque included in the torque limit range during deceleration are determined according to the maximum acceleration of the acceleration limit range.

[0031] In a possible design, within the torque limit range, the vehicle is torque controlled according to the target engine torque, including:

[0032] When the target engine torque is greater than the maximum limit torque of the torque limit range, the vehicle is torque controlled according to the maximum limit torque;

[0033] When the target engine torque is less than the minimum limit torque of the torque limit range, the vehicle is torque controlled according to the minimum limit torque;

[0034] When the target engine torque is within the torque limit range, the vehicle is torque controlled according to the target engine torque.

[0035] In a possible design, the feedback demand torque is determined according to the feedback control term, including:

[0036] Determine the proportional control torque according to the target vehicle speed difference and the proportional control parameter;

[0037] Determine the current integral control torque according to the target vehicle speed difference, the integral control parameter, and the previous integral control torque;

[0038] The sum of the proportional control torque and the current integral control torque is determined as the feedback demand torque;

[0039] The method further includes:

[0040] When the driving mode is the second target mode, the current integral control torque is set to 0.

[0041] In a second aspect, the present application provides a cruise control device, the device comprising:

[0042] An acquisition module is used to acquire the driving mode and cruising condition parameters of the vehicle during cruising, wherein the cruising condition parameters include: target cruising speed, actual speed, and road slope;

[0043] a determination module, for determining a feedback control item according to the driving mode, the target cruising speed and the actual speed when the driving mode is the first target mode, and determining a target engine torque according to the target cruising speed, the feedback control item and the road slope, the first target mode including at least one of the following: an initial cruising mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item including a target speed difference, a proportional integral control parameter, the proportional integral control parameter including a proportional control parameter and an integral control parameter, the proportional integral control parameter of the initial cruising mode is a default value, the proportional integral control parameter of the pre-uphill mode is greater than the default value, the proportional integral control parameter of the uphill mode is less than the default value, the target speed differences of the initial cruising mode, the pre-uphill mode and the uphill mode are all speed differences between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step;

[0044] a zeroing module, configured to set the target engine torque to 0 when the driving mode is a second target mode, the second target mode including at least one of the following: a downhill mode or a braking mode;

[0045] The control module is used for performing torque control on the vehicle according to the target engine torque.

[0046] In one possible design, the determination module includes: a number determination module and a feedback control item determination module;

[0047] A number determination module, used for determining the number of times the target engine torque has been determined in the first cruise mode when the driving mode is the first cruise mode;

[0048] A feedback control item determination module is used to use a default value as a feedback control item if the determined number of times is less than 1;

[0049] The apparatus also includes: a torque determination module;

[0050] The torque determination module is configured to use the actual engine torque before the first cruise mode as the target engine torque if the determined number is greater than or equal to 1.

[0051] In one possible design, the determination module further includes: a module for determining a required torque, a module for determining a feedback required torque, and a module for determining a target engine torque;

[0052] A demand torque determination module is used to determine the engine end demand torque according to the target cruising speed and the road slope;

[0053] A feedback demand torque determination module is used to determine the feedback demand torque according to the feedback control item;

[0054] The target engine torque determination module is used to determine the total torque of the engine-side demand torque and the feedback demand torque as the target engine torque.

[0055] In a possible design, the module for determining the required torque includes: an attribute acquisition module, a driving force calculation module, and a conversion module;

[0056] The attribute acquisition module is used to acquire the inherent attributes of the vehicle, including: vehicle wind resistance parameter, vehicle frontal area, tire rolling resistance parameter, vehicle mass, gearbox ratio, final reducer ratio, transmission efficiency and wheel radius;

[0057] The driving force calculation module is used to calculate the required driving force at the wheel end according to the target cruising speed, road slope and vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass;

[0058] A conversion module, used for converting the required driving force at the wheel end into the required torque at the engine end according to the gearbox ratio, the final reducer ratio, the transmission efficiency and the wheel radius;

[0059] The control module includes: an acceleration limiting module, a torque limiting module and a first control module;

[0060] An acceleration limit module, used for determining a corresponding acceleration limit range according to a driving mode when the driving mode is an initial cruising mode and / or a pre-uphill mode, wherein different driving modes correspond to different acceleration limit ranges;

[0061] A torque limit module, used for determining a torque limit range according to an acceleration limit range and a wheel end required driving force;

[0062] The first control module is used to perform torque control on the vehicle according to the target engine torque within the torque limit range.

[0063] In one possible design, the torque limiting module includes: a first limiting module and a second limiting module;

[0064] A first limiting module, used for determining a minimum limiting torque included in a torque limiting range during acceleration and a maximum limiting torque included in a torque limiting range during deceleration according to a minimum acceleration of the acceleration limiting range;

[0065] The second limiting module is used to determine the maximum limiting torque included in the torque limiting range during acceleration and the minimum limiting torque included in the torque limiting range during deceleration according to the maximum acceleration of the acceleration limiting range.

[0066] In a possible design, the first control module includes: a second control module, a third control module and a fourth control module;

[0067] A second control module, configured to perform torque control on the vehicle according to the maximum limit torque when the target engine torque is greater than the maximum limit torque of the torque limit range;

[0068] A third control module, configured to perform torque control on the vehicle according to the minimum limit torque when the target engine torque is less than the minimum limit torque of the torque limit range;

[0069] The fourth control module is used to perform torque control on the vehicle according to the target engine torque when the target engine torque is within the torque limit range.

[0070] In one possible design, the module for determining the feedback demand torque includes: a module for determining the proportional control torque, a module for determining the current integral control torque, and a summing module;

[0071] A proportional control torque determination module is used to determine the proportional control torque according to the target vehicle speed difference and the proportional control parameter;

[0072] A current integral control torque determination module is used to determine the current integral control torque according to the target vehicle speed difference, the integral control parameter, and the previous integral control torque;

[0073] A summing module, used for determining the sum of the proportional control torque and the current integral control torque as the feedback demand torque;

[0074] The device also includes: an integral control torque zeroing module;

[0075] The integral control torque zeroing module is used to set the current integral control torque to 0 when the driving mode is the second target mode.

[0076] In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0077] Memory stores computer-executable instructions;

[0078] The processor executes the computer-executable instructions stored in the memory to implement a cruise control method according to the first aspect of the invention.

[0079] In a fourth aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement a cruise control method according to the invention content of the first aspect.

[0080] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement a cruise control method according to the invention content of the first aspect.

[0081] The present application provides a cruise control method, device, equipment, storage medium and program product, the method comprising: first, obtaining a driving mode and cruise condition parameters of a vehicle during cruising, the cruise condition parameters comprising: a target cruise speed, an actual speed, and a road slope; then, when the driving mode is a first target mode, determining a feedback control item according to the driving mode, the target cruise speed and the actual speed, and determining a target engine torque according to the target cruise speed, the feedback control item and the road slope, the first target mode comprising at least one of the following: an initial cruise mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item comprising: a target speed difference, a proportional integral control parameter , the proportional-integral control parameters include: a proportional control parameter and an integral control parameter, the proportional-integral control parameter of the first cruise mode is a default value, the proportional-integral control parameter of the pre-uphill mode is greater than the default value, the proportional-integral control parameter of the uphill mode is less than the default value, the target speed differences of the first cruise mode, the pre-uphill mode, and the uphill mode are all the speed differences between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step; then, when the driving mode is the second target mode, the target engine torque is set to 0, and the second target mode includes at least one of the following: a downhill mode or a braking mode; finally, the vehicle is torque controlled according to the target engine torque.The following technical effects are achieved: by obtaining the driving mode and cruising condition parameters of the vehicle during cruising, and determining the target engine torque according to different strategies in different driving modes, when the driving mode is the first cruising mode, pre-uphill mode, uphill mode, or flat road mode, the target engine torque is determined according to the target cruising speed, feedback control items and road slope, when the driving mode is the downhill mode or braking mode, the target engine torque is set to 0, and in different driving modes, the vehicle is torque controlled according to the corresponding target engine torque to avoid the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency; by determining the target speed difference as a preset speed adjustment step length when the vehicle driving mode is the flat road mode, and adjusting the actual vehicle speed with a fixed increment or decrement through the preset speed adjustment step length, so that the actual vehicle speed slowly reaches the target cruising speed, providing a relatively smooth vehicle acceleration experience and vehicle deceleration experience, and ensuring driving comfort. and smoothness; by setting the proportional control parameter to the value of the proportional control parameter corresponding to the vehicle in the cruise control state, and setting the integral control parameter to the value of the integral control parameter corresponding to the vehicle in the cruise control state, it is ensured that the engine torque will not suddenly change when the vehicle enters the cruise mode; on the straight section before going uphill, by setting the proportional-integral control parameter to a value greater than the default value, it is convenient to store kinetic energy for the vehicle to go uphill in advance; when the vehicle is in the uphill mode, by setting the proportional-integral control parameter to a value less than the default value, the engine torque will not drop too fast, thereby ensuring that the engine torque will not suddenly change; when the driving mode is downhill mode or braking mode, by setting the target engine torque to 0, the energy loss caused by braking due to excessive speed when the vehicle is going downhill is reduced, thereby improving fuel efficiency, and by reducing the frequency of using the brakes, the thermal load of the brake system is reduced, avoiding brake overheating, thereby improving driving comfort and improving the safety of the vehicle when driving downhill. BRIEF DESCRIPTION OF THE DRAWINGS

[0082] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0083] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0084] Figure 1A schematic diagram of a cruise control method provided in an embodiment of the present application Figure 1 ;

[0085] Figure 2 A schematic diagram of a cruise control method provided in an embodiment of the present application Figure 2 ;

[0086] Figure 3 A schematic diagram of the structure of a cruise control device provided in an embodiment of the present application;

[0087] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0088] Reference numerals:

[0089] 310 - acquisition module; 320 - determination module; 330 - zeroing module; 340 - control module;

[0090] 410 - processor; 420 - memory; 430 - communication component; 440 - bus. DETAILED DESCRIPTION

[0091] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0092] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will appreciate that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that in the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0093] It should be noted that the "at..." in the embodiment of the present application can be the instant when a certain situation occurs, or can be a period of time after the situation occurs, and the embodiment of the present application does not specifically limit this. In addition, the cruise control method provided in the embodiment of the present application is only used as an example, and the cruise control method can also include more or less content.

[0094] The PCC system is an intelligent control system that integrates road traffic information. The system cleverly integrates the vehicle's navigation system, sensor data and real-time traffic information. It aims to predict the road ahead by using data from various on-board systems such as sensors, cameras and radars, and automatically adjust the target cruise speed based on this information, optimize cruise control, and thus improve fuel efficiency, reduce driver fatigue, and enhance driving comfort and vehicle safety.

[0095] In the prior art, the PCC system usually relies on a PID control system to adjust the actual speed of the vehicle to ensure that the actual speed can accurately follow the target cruising speed calculated by the PCC system based on road traffic information. However, since the target cruising speed will change in real time according to the traffic conditions on the road ahead, and the change slope is inconsistent, and the cruise function will quickly increase or decrease the engine torque according to the target speed difference between the target cruising speed and the actual speed, the vehicle's driving torque changes too quickly. Therefore, the traditional PID system will cause a sudden change in the vehicle's engine torque. This sudden change in engine torque not only affects the smoothness of the driving experience, but also reduces fuel efficiency.

[0096] Based on this, the embodiments of the present application propose a cruise control method, device, equipment, storage medium and program product, which can be used in the field of vehicle control technology, and are intended to solve the above technical problems of the prior art. By determining the target engine torque according to different strategies under different driving modes, and controlling the vehicle's torque according to the target engine torque, the vehicle's power output can be effectively smoothed to achieve a relatively smooth actual vehicle speed adjustment, ensuring that the vehicle can provide a relatively stable cruising experience under various driving modes. Thereby avoiding sudden changes in engine torque caused by rapid changes in the target cruising speed, and avoiding the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and optimizing the vehicle's fuel efficiency.

[0097] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0098] Figure 1A schematic diagram of a cruise control method provided in an embodiment of the present application Figure 1 .like Figure 1 As shown, the method includes:

[0099] S101. Acquire a driving mode and cruising condition parameters of a vehicle during cruising.

[0100] In an embodiment of the present application, the execution subject of a cruise control method may be an electronic control unit (ECU) in a vehicle, which may be a controller specially designed for the cruise control method, or may be an existing powertrain control module (PCM), autonomous driving controller (ADC) or advanced driver assistance system controller (ADAS Controller) in the vehicle, etc., without specific restrictions. In addition, in a possible design, the execution subject of a cruise control method may also be an intelligent and connected vehicle cloud control system (ICVCCS), etc.

[0101] Specifically, the cruise condition parameters include: target cruise speed, actual speed, and road slope. The driving modes include: first cruise mode, pre-uphill mode, uphill mode, flat road mode, downhill mode, and braking mode. In other words, during predictive cruising, the controller can obtain the vehicle's driving mode and cruise condition parameters such as target cruise speed, actual speed, and road slope in real time through the vehicle's navigation system and various on-board sensors.

[0102] S102: When the driving mode is the first target mode, a feedback control item is determined according to the driving mode, the target cruising speed and the actual vehicle speed, and a target engine torque is determined according to the target cruising speed, the feedback control item and the road slope.

[0103] In an embodiment of the present application, the first target mode includes at least one of the following: a first cruise mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item includes: a target speed difference, a proportional-integral control parameter, the proportional-integral control parameter includes: a proportional control parameter and an integral control parameter, the proportional-integral control parameter of the first cruise mode is a default value, the proportional-integral control parameter of the pre-uphill mode is greater than the default value, the proportional-integral control parameter of the uphill mode is less than the default value, the target speed difference of the first cruise mode, the pre-uphill mode, and the uphill mode is the speed difference between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step.

[0104] Specifically, when the driving mode is the first target mode, determining the feedback control item includes: when the vehicle driving mode is the first cruise mode, the pre-uphill mode or the uphill mode, it can be determined that the target speed difference is the speed difference between the target cruising speed and the actual speed; when the vehicle driving mode is the flat road mode, it can be determined that the target speed difference is a preset speed adjustment step length, and the speed adjustment step length can be a preset fixed value, which is used to fine-tune the actual speed in the flat road mode. The controller can adjust the actual speed with a fixed increment or decrement through the preset speed adjustment step length, rather than directly matching the actual speed to the target cruising speed. The value of the speed adjustment step length can be set in advance according to factors such as the vehicle's driving environment, traffic conditions, and the driver's preferences. So that the actual speed can slowly reach the target cruising speed, thereby providing a relatively smooth vehicle acceleration experience and vehicle deceleration experience, ensuring driving comfort and smoothness.

[0105] Determining the proportional-integral control parameter of the feedback control item includes: the controller may set the proportional-integral control parameter of the first cruise mode to a default value, where the default value may be the proportional-integral control parameter of the vehicle in the cruise control state. That is, in the predictive cruise process, in order to ensure that the engine torque does not suddenly change when the vehicle enters the cruise mode, the controller may set the proportional control parameter to the value of the proportional control parameter corresponding to the vehicle in the cruise control state, and set the integral control parameter to the value of the integral control parameter corresponding to the vehicle in the cruise control state.

[0106] When the vehicle is in the pre-uphill mode, the controller can set the proportional integral control parameter to a value greater than the default value on the straight road section before the uphill, so as to store kinetic energy in advance for the vehicle to go uphill. In this process, the controller can also control the vehicle not to exceed the speed limit.

[0107] When the vehicle is in the uphill mode, since the uphill mode is usually after the pre-uphill mode, the actual torque of the engine is larger after the pre-uphill mode. Therefore, the controller can set the proportional-integral control parameter to a value smaller than the default value, so that when the target cruising speed decreases, the engine torque will not decrease too fast, thereby ensuring that the engine torque will not change suddenly.

[0108] After determining the feedback control item, the controller can combine the target cruising speed, the feedback control item and the road slope to finally determine the target engine torque.

[0109] S103: When the driving mode is the second target mode, the target engine torque is set to 0.

[0110] In the embodiment of the present application, the second target mode includes at least one of the following: a downhill mode or a braking mode.

[0111] Specifically, when the vehicle is in downhill mode, that is, when the road ahead and the current driving section of the vehicle is a downhill section, since the vehicle has the ability to accelerate on this downhill section even if the engine does not output torque, the controller can set the target engine torque to 0 to reduce the energy loss caused by braking due to excessive speed when the vehicle is going downhill. By using engine braking to control the vehicle speed instead of relying on the traditional braking system, fuel efficiency can be improved, and by reducing the frequency of using the brakes, the thermal load of the brake system is reduced, and the brakes are prevented from overheating, thereby improving driving comfort and improving the safety of the vehicle when driving downhill.

[0112] When the vehicle is in braking mode, in order to reduce the actual speed of the vehicle as quickly as possible, the controller may also set the target engine torque to 0.

[0113] S104: Perform torque control on the vehicle according to the target engine torque.

[0114] Specifically, after determining the target engine torque in different driving modes, the controller can perform torque control on the vehicle according to the corresponding target engine torque in different driving modes to avoid the problem of poor vehicle smoothness caused by drastic changes in engine torque.

[0115] The present embodiment provides a cruise control method, the method comprising: first, obtaining a driving mode and cruise condition parameters of a vehicle during cruising, the cruise condition parameters comprising: a target cruise speed, an actual speed, and a road slope; then, when the driving mode is a first target mode, determining a feedback control item according to the driving mode, the target cruise speed, and the actual speed, and determining a target engine torque according to the target cruise speed, the feedback control item, and the road slope, the first target mode comprising at least one of the following: an initial cruise mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item comprising: a target speed difference, a proportional-integral control parameter, a proportional-integral control parameter The parameters include: proportional control parameters and integral control parameters, the proportional integral control parameters of the first cruise mode are default values, the proportional integral control parameters of the pre-uphill mode are greater than the default values, the proportional integral control parameters of the uphill mode are less than the default values, the target speed differences of the first cruise mode, the pre-uphill mode and the uphill mode are all the speed differences between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step; then, when the driving mode is the second target mode, the target engine torque is set to 0, and the second target mode includes at least one of the following: downhill mode or braking mode; finally, the vehicle is torque controlled according to the target engine torque.

[0116] The following technical effects are achieved: by obtaining the driving mode and cruising condition parameters of the vehicle during cruising, and determining the target engine torque according to different strategies in different driving modes, when the driving mode is the first cruising mode, pre-uphill mode, uphill mode, or flat road mode, the target engine torque is determined according to the target cruising speed, feedback control items and road slope, when the driving mode is the downhill mode or braking mode, the target engine torque is set to 0, and in different driving modes, the vehicle is torque controlled according to the corresponding target engine torque to avoid the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency; by determining the target speed difference as a preset speed adjustment step length when the vehicle driving mode is the flat road mode, and adjusting the actual vehicle speed with a fixed increment or decrement through the preset speed adjustment step length, so that the actual vehicle speed slowly reaches the target cruising speed, providing a relatively smooth vehicle acceleration experience and vehicle deceleration experience, and ensuring driving comfort. and smoothness; by setting the proportional control parameter to the value of the proportional control parameter corresponding to the vehicle in the cruise control state, and setting the integral control parameter to the value of the integral control parameter corresponding to the vehicle in the cruise control state, it is ensured that the engine torque will not suddenly change when the vehicle enters the cruise mode; on the straight section before going uphill, by setting the proportional-integral control parameter to a value greater than the default value, it is convenient to store kinetic energy for the vehicle to go uphill in advance; when the vehicle is in the uphill mode, by setting the proportional-integral control parameter to a value less than the default value, the engine torque will not drop too fast, thereby ensuring that the engine torque will not suddenly change; when the driving mode is downhill mode or braking mode, by setting the target engine torque to 0, the energy loss caused by braking due to excessive speed when the vehicle is going downhill is reduced, thereby improving fuel efficiency, and by reducing the frequency of using the brakes, the thermal load of the brake system is reduced, avoiding brake overheating, thereby improving driving comfort and improving the safety of the vehicle when driving downhill.

[0117] Figure 2 A schematic diagram of a cruise control method provided in an embodiment of the present application Figure 2 In one possible example, Figure 2 As shown, in this embodiment Figure 1 Based on the embodiment, how to determine the target engine torque when the driving mode is the first target mode, and how to perform torque control on the vehicle according to the target engine torque are described in detail. Figure 2 As shown, the method includes:

[0118] S201. Obtain inherent attributes of the vehicle.

[0119] In the embodiment of the present application, the inherent attributes include: vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, vehicle mass, gearbox transmission ratio, final reducer transmission ratio, transmission efficiency and wheel radius.

[0120] Specifically, when the driving mode is the first target mode, the controller may first determine the feedback control item according to the driving mode, the target cruising speed and the actual vehicle speed. The specific determination process includes:

[0121] When the driving mode is the first cruise mode, the number of times the target engine torque has been determined in this first cruise mode is determined; if the number of times the target engine torque has been determined is less than 1, the default value can be used as the feedback control item. That is, when the target engine torque is calculated for the first time, the preset default value can be used as the proportional integral control parameter in the feedback control item, and the default value can be the proportional integral control parameter of the vehicle in the cruise state.

[0122] Furthermore, if the number of times determined is greater than or equal to 1, the actual engine torque before the first cruise mode can be used as the target engine torque. That is, when the vehicle cruises for the first time, that is, when the engine torque control is performed for the first time, the engine torque can be kept unchanged, and the actual engine torque before the first cruise mode can be used as the target engine torque to avoid excessive changes in the engine torque before and after entering the cruise mode, thereby avoiding a sudden change in the engine torque when the vehicle enters the cruise mode.

[0123] Further, the target engine torque is determined according to the target cruising speed, the feedback control item and the road slope, including: firstly, determining the engine end required torque according to the target cruising speed and the road slope. That is, in the embodiment of the present application, the controller can calculate the engine end required torque according to the vehicle longitudinal dynamics equation. Specifically, the controller can first obtain the inherent properties of the vehicle so as to calculate the engine end required torque according to the inherent properties of the vehicle.

[0124] S202: Calculate the required wheel-end driving force according to the target cruising speed, the road slope, the vehicle wind resistance parameter, the vehicle frontal area, the tire rolling resistance parameter, and the vehicle mass.

[0125] Specifically, the formula for calculating the wheel end required driving force is as follows:

[0126]

[0127] Among them, F p is the wheel end demand driving force, F f is the wind resistance (i.e. the resistance from the air when the vehicle moves), F r is the rolling resistance, F t is the slope resistance, C Dis the vehicle wind resistance parameter, S is the vehicle frontal area, V aim is the target cruising speed, m is the vehicle mass, g is the acceleration due to gravity (usually 9.8 m / s2), C f is the tire rolling resistance parameter, and α is the road slope.

[0128] S203: Convert the required driving force at the wheel end into the required torque at the engine end according to the transmission ratio of the gearbox, the transmission ratio of the final reducer, the transmission efficiency and the wheel radius.

[0129] Specifically, the calculation formula for converting the required driving force at the wheel end into the required torque at the engine end is as follows:

[0130]

[0131] Among them, T O is the required torque at the engine end, K t is the conversion coefficient between the required driving force at the wheel end and the required torque at the engine end. t The calculation formula is as follows:

[0132]

[0133] Among them, i g is the gearbox ratio, i o is the main reducer transmission ratio, η T is the transmission efficiency, R r is the wheel radius.

[0134] S204: Determine the proportional control torque according to the target vehicle speed difference and the proportional control parameter.

[0135] Specifically, in the embodiment of the present application, the controller can also calculate the feedback demand torque according to the target speed difference between the target cruising speed and the actual speed, so as to finally determine the target engine torque according to the engine-side demand torque and the feedback demand torque. Among them, the feedback demand torque can be calculated using a proportional-integral (PI) control algorithm. The feedback demand torque is determined according to the feedback control item, that is, the feedback demand torque is determined according to the target speed difference and the proportional integral control parameter. The specific process includes, first, the controller can determine the proportional control torque according to the target speed difference and the proportional control parameter. The specific calculation formula of the proportional control torque is as follows:

[0136] T P =K p1 ×(V aim -V act )

[0137] Among them, T P is the proportional control torque, Kp1 is the proportional control parameter (which can be preset by the technicians according to the actual vehicle weight), V act is the actual vehicle speed.

[0138] S205: Determine a current integral control torque according to the target vehicle speed difference, the integral control parameter, and the previous integral control torque.

[0139] Specifically, the specific calculation formula of the current integral control torque is as follows:

[0140] T I =T Ilast +K i1 ×(V aim -V act )

[0141] Among them, T I is the current integral control torque, T Ilast is the previous integral control torque, K i1 is the integral control parameter (can be a preset value).

[0142] S206: Determine the sum of the proportional control torque and the current integral control torque as the feedback demand torque. Specifically, the specific calculation formula of the feedback demand torque is as follows:

[0143] T F =T P +T I

[0144] Among them, T F The feedback demand torque.

[0145] Furthermore, the method also includes:

[0146] When the driving mode is the second target mode, the controller can set the current integral control torque to 0. This is to avoid the current integral control torque that is continuously accumulated from the vehicle being in the downhill mode or the braking mode from adversely affecting the subsequent engine torque control, thereby ensuring the accuracy of the feedback demand torque calculation after the vehicle exits the downhill mode or the braking mode.

[0147] S207: Determine the total torque of the engine-side demand torque and the feedback demand torque as the target engine torque.

[0148] Specifically, the target engine torque is calculated as:

[0149] T eng =T O +T F

[0150] Among them, T eng is the target engine torque.

[0151] S208: When the driving mode is the first cruising mode and / or the pre-uphill mode, determine a corresponding acceleration limit range according to the driving mode.

[0152] In the embodiment of the present application, different driving modes correspond to different acceleration limit ranges.

[0153] Specifically, since the target engine torque calculated by the PI control algorithm varies greatly under different actual vehicle weights, when the driving mode is the first cruise mode and / or the pre-uphill mode, in order to balance the vehicle's power performance and ride comfort, the controller, after calculating the target engine torque, controls the vehicle's torque according to the target engine torque. In the specific control process, the target engine torque can be further limited according to different driving modes. The specific process includes:

[0154] When the vehicle is in the first cruise mode and in the acceleration state, the acceleration limit range is determined to be a 1min to a 1max , where a 1min is the minimum acceleration during the first cruise mode acceleration, a 1max It is the maximum acceleration when accelerating in cruise mode for the first time.

[0155] When the vehicle is in the first cruise mode and the vehicle is in a deceleration state, the acceleration limit range is determined to be -a 1max To -a 1min , where -a 1max is the minimum acceleration during the first cruise mode deceleration, -a 1min It is the maximum acceleration during the first deceleration in cruise mode.

[0156] When the vehicle is in pre-uphill mode and in the accelerating state, the acceleration limit range is determined to be a 3min to a 3max , where a 3min is the minimum acceleration in the pre-uphill mode, a 3max It is the maximum acceleration when accelerating in pre-uphill mode.

[0157] When the vehicle is in pre-uphill mode and the vehicle is in a deceleration state, the acceleration limit range is determined to be -a 3max To -a 3min , where -a 3max is the minimum acceleration before uphill mode deceleration, -a 3min It is the maximum acceleration during deceleration before uphill mode.

[0158] S209: Determine the minimum limit torque included in the torque limit range during acceleration and the maximum limit torque included in the torque limit range during deceleration according to the minimum acceleration of the acceleration limit range.

[0159] Specifically, after determining the acceleration limit ranges corresponding to different driving modes, the controller can determine the torque limit range according to the acceleration limit range and the wheel-end required driving force. The specific process includes:

[0160] When the vehicle is in the first cruise mode and in the acceleration state, the specific calculation formula of the torque limit range is as follows:

[0161]

[0162] Among them, T 1min This is the minimum limiting torque when accelerating in the first cruise mode.

[0163] When the vehicle is in the first cruise mode and in a deceleration state, the specific calculation formula for the torque limit range is as follows:

[0164]

[0165] Among them, T 2max It is the maximum limiting torque during the first deceleration in cruise mode.

[0166] When the vehicle is in pre-uphill mode and in the accelerating state, the specific calculation formula for the torque limit range is as follows:

[0167]

[0168] Among them, T 3min It is the minimum limiting torque during acceleration in pre-uphill mode.

[0169] When the vehicle is in pre-uphill mode and in a deceleration state, the specific calculation formula for the torque limit range is as follows:

[0170]

[0171] Among them, T 4max It is the maximum torque limit during deceleration in pre-uphill mode.

[0172] S210: Determine the maximum torque limit included in the acceleration torque limit range and the minimum torque limit included in the deceleration torque limit range according to the maximum acceleration of the acceleration limit range.

[0173] Specifically, when the vehicle is in the first cruise mode and in the acceleration state, the specific calculation formula of the torque limit range is as follows:

[0174]

[0175] Among them, T 1max It is the maximum limiting torque during the first acceleration in cruise mode.

[0176] When the vehicle is in the first cruise mode and in a deceleration state, the specific calculation formula for the torque limit range is as follows:

[0177]

[0178] Among them, T 2min It is the minimum limiting torque when decelerating in the first cruise mode.

[0179] When the vehicle is in pre-uphill mode and in the accelerating state, the specific calculation formula for the torque limit range is as follows:

[0180]

[0181] Among them, T 3max It is the maximum torque limit during acceleration in pre-uphill mode.

[0182] When the vehicle is in pre-uphill mode and in a deceleration state, the specific calculation formula for the torque limit range is as follows:

[0183]

[0184] Among them, T 4min It is the minimum limiting torque during deceleration in pre-uphill mode.

[0185] S211: When the target engine torque is greater than the maximum limit torque in the torque limit range, perform torque control on the vehicle according to the maximum limit torque.

[0186] Specifically, after determining the torque limit range, the controller can perform torque control on the vehicle according to the target engine torque within the torque limit range. Specifically, when the calculated target engine torque is greater than the maximum limit torque of the torque limit range, the vehicle can be torque controlled according to the maximum limit torque to avoid the vehicle's ride comfort being deteriorated due to excessive target engine torque.

[0187] S212: When the target engine torque is less than the minimum limit torque in the torque limit range, perform torque control on the vehicle according to the minimum limit torque.

[0188] Specifically, when the calculated target engine torque is less than the minimum limit torque of the torque limit range, the vehicle can be torque controlled according to the minimum limit torque to ensure that the vehicle can output sufficient power when it is in the first cruise mode and / or pre-uphill mode, thereby ensuring the vehicle's power performance.

[0189] S213: When the target engine torque is within the torque limit range, perform torque control on the vehicle according to the target engine torque.

[0190] Specifically, when the calculated target engine torque is within the torque limit range, the controller can perform torque control on the vehicle according to the target engine torque to improve driving comfort and fuel efficiency.

[0191] A cruise control method provided in an embodiment of the present application, when the vehicle cruises for the first time, by using the actual engine torque before the first cruise mode as the target engine torque, thereby avoiding excessive changes in the engine torque before and after entering the cruise mode, thereby avoiding sudden changes in the engine torque when the vehicle enters the cruise mode; by setting the current integral control torque to 0, it is avoided that when the vehicle is in a downhill mode or a braking mode, the continuously accumulated current integral control torque has an adverse effect on the subsequent engine torque control, thereby ensuring the accuracy of the feedback demand torque calculation after the vehicle exits the downhill mode or the braking mode; by further controlling the vehicle's torque according to the target engine torque in different driving modes within the torque limit range, a balance between the vehicle's power performance and smoothness is achieved.

[0192] The embodiment of the present invention can divide the electronic device or the main control device into functional modules according to the above method example. For example, each functional module can be divided according to each function, or two or more functions can be integrated into one processing unit. The above integrated unit can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present invention is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0193] Figure 3 This is a schematic diagram of the structure of a cruise control device provided in an embodiment of the present application. Figure 3 As shown, the device includes: an acquisition module 310; a determination module 320; a zeroing module 330; and a control module 340.

[0194] The acquisition module 310 is used to acquire the driving mode and cruising condition parameters of the vehicle during cruising, wherein the cruising condition parameters include: target cruising speed, actual speed, and road slope;

[0195] a determination module 320, for determining a feedback control item according to the driving mode, the target cruising speed and the actual speed when the driving mode is the first target mode, and determining a target engine torque according to the target cruising speed, the feedback control item and the road slope, the first target mode including at least one of the following: an initial cruising mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item including: a target speed difference, a proportional integral control parameter, the proportional integral control parameter including: a proportional control parameter and an integral control parameter, the proportional integral control parameter of the initial cruising mode is a default value, the proportional integral control parameter of the pre-uphill mode is greater than the default value, the proportional integral control parameter of the uphill mode is less than the default value, the target speed differences of the initial cruising mode, the pre-uphill mode and the uphill mode are all speed differences between the target cruising speed and the actual speed, and the target speed difference of the flat road mode is a preset speed adjustment step;

[0196] The zeroing module 330 is used to set the target engine torque to 0 when the driving mode is a second target mode, and the second target mode includes at least one of the following: a downhill mode or a braking mode;

[0197] The control module 340 is used to perform torque control on the vehicle according to the target engine torque.

[0198] In one possible design, the determination module 320 includes: a number determination module and a feedback control item determination module;

[0199] A number determination module, used for determining the number of times the target engine torque has been determined in the first cruise mode when the driving mode is the first cruise mode;

[0200] A feedback control item determination module is used to use a default value as a feedback control item if the determined number of times is less than 1;

[0201] The apparatus also includes: a torque determination module;

[0202] The torque determination module is configured to use the actual engine torque before the first cruise mode as the target engine torque if the determined number is greater than or equal to 1.

[0203] In one possible design, the determination module 320 further includes: a module for determining a required torque, a module for determining a feedback required torque, and a module for determining a target engine torque;

[0204] A demand torque determination module is used to determine the engine end demand torque according to the target cruising speed and the road slope;

[0205] A feedback demand torque determination module is used to determine the feedback demand torque according to the feedback control item;

[0206] The target engine torque determination module is used to determine the total torque of the engine-side demand torque and the feedback demand torque as the target engine torque.

[0207] In a possible design, the module for determining the required torque includes: an attribute acquisition module, a driving force calculation module, and a conversion module;

[0208] The attribute acquisition module is used to acquire the inherent attributes of the vehicle, including: vehicle wind resistance parameter, vehicle frontal area, tire rolling resistance parameter, vehicle mass, gearbox ratio, final reducer ratio, transmission efficiency and wheel radius;

[0209] The driving force calculation module is used to calculate the required driving force at the wheel end according to the target cruising speed, road slope and vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass;

[0210] A conversion module, used for converting the required driving force at the wheel end into the required torque at the engine end according to the gearbox ratio, the final reducer ratio, the transmission efficiency and the wheel radius;

[0211] The control module 340 includes: an acceleration limiting module, a torque limiting module and a first control module;

[0212] An acceleration limit module, used for determining a corresponding acceleration limit range according to a driving mode when the driving mode is an initial cruising mode and / or a pre-uphill mode, wherein different driving modes correspond to different acceleration limit ranges;

[0213] A torque limit module, used for determining a torque limit range according to an acceleration limit range and a wheel end required driving force;

[0214] The first control module is used to perform torque control on the vehicle according to the target engine torque within the torque limit range.

[0215] In one possible design, the torque limiting module includes: a first limiting module and a second limiting module;

[0216] A first limiting module, used for determining a minimum limiting torque included in a torque limiting range during acceleration and a maximum limiting torque included in a torque limiting range during deceleration according to a minimum acceleration of the acceleration limiting range;

[0217] The second limiting module is used to determine the maximum limiting torque included in the torque limiting range during acceleration and the minimum limiting torque included in the torque limiting range during deceleration according to the maximum acceleration of the acceleration limiting range.

[0218] In a possible design, the first control module includes: a second control module, a third control module and a fourth control module;

[0219] A second control module, configured to perform torque control on the vehicle according to the maximum limit torque when the target engine torque is greater than the maximum limit torque of the torque limit range;

[0220] A third control module, configured to perform torque control on the vehicle according to the minimum limit torque when the target engine torque is less than the minimum limit torque of the torque limit range;

[0221] The fourth control module is used to perform torque control on the vehicle according to the target engine torque when the target engine torque is within the torque limit range.

[0222] In one possible design, the module for determining the feedback demand torque includes: a module for determining the proportional control torque, a module for determining the current integral control torque, and a summing module;

[0223] A proportional control torque determination module is used to determine the proportional control torque according to the target vehicle speed difference and the proportional control parameter;

[0224] A current integral control torque determination module is used to determine the current integral control torque according to the target vehicle speed difference, the integral control parameter, and the previous integral control torque;

[0225] A summing module, used for determining the sum of the proportional control torque and the current integral control torque as the feedback demand torque;

[0226] The device also includes: an integral control torque zeroing module;

[0227] The integral control torque zeroing module is used to set the current integral control torque to 0 when the driving mode is the second target mode.

[0228] A cruise control device provided in this embodiment can execute a cruise control method of the above embodiment, and its implementation principle and technical effect are similar, which will not be described in detail in this embodiment.

[0229] In a specific implementation of the aforementioned cruise control device, each module may be implemented as a processor, and the processor may execute computer-executable instructions stored in a memory, so that the processor executes the aforementioned cruise control method.

[0230] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 4 As shown, the electronic device includes: at least one processor 410 and a memory 420. The electronic device also includes a communication component 430. The processor 410, the memory 420 and the communication component 430 are connected via a bus 440.

[0231] In a specific implementation process, at least one processor 410 executes the computer-executable instructions stored in the memory 420, so that at least one processor 410 executes a cruise control method executed by the electronic device side as described above.

[0232] The specific implementation process of the processor 410 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0233] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0234] The memory may include a high-speed RAM memory, and may also include a non-volatile storage NVM, such as at least one disk storage.

[0235] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0236] The above-mentioned functions implemented by the electronic device and the main control device introduce the scheme provided by the embodiment of the present invention. It can be understood that in order to implement the above-mentioned functions, the electronic device or the main control device includes a hardware structure and / or software module corresponding to the execution of each function. In combination with the units and algorithm steps of each example described in the embodiment disclosed in the embodiment of the present invention, the embodiment of the present invention can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the technical solution of the embodiment of the present invention.

[0237] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the computer-readable storage medium is used to implement the above cruise control method.

[0238] The above-mentioned 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 (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0239] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in an electronic device or a main control device.

[0240] The present application also provides a computer program product, which includes a computer program. The computer program is stored in a readable storage medium. At least one processor of an electronic device can read the computer program from the readable storage medium. At least one processor executes the computer program so that the electronic device executes the solution provided by the above embodiment.

[0241] Those skilled in the art can understand that all or part of the steps of the above method embodiments can be completed by hardware related to program instructions. The above program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above method embodiments are executed; and the above storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0242] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments, and the above embodiments are only used to illustrate the technical solution of the present application rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A cruise control method, characterized in that: include: Acquire the driving mode and cruising condition parameters of the vehicle during cruising, wherein the cruising condition parameters include: target cruising speed, actual speed, and road slope; When the driving mode is the first target mode, a feedback control item is determined according to the driving mode, the target cruising speed and the actual vehicle speed, and a target engine torque is determined according to the target cruising speed, the feedback control item and the road gradient, the first target mode includes at least one of the following: an initial cruising mode, a pre-uphill mode, an uphill mode, or a flat road mode, the feedback control item includes: a target vehicle speed difference, a proportional integral control parameter, the proportional integral control parameter includes: a proportional control parameter and an integral control parameter, the proportional integral control parameter of the initial cruising mode is a default value, the proportional integral control parameter of the pre-uphill mode is greater than the default value, and the proportional integral control parameter of the uphill mode is less than the default value, the target vehicle speed differences of the initial cruising mode, the pre-uphill mode and the uphill mode are all vehicle speed differences between the target cruising speed and the actual vehicle speed, and the target vehicle speed difference of the flat road mode is a preset vehicle speed adjustment step; When the driving mode is a second target mode, the target engine torque is set to 0, and the second target mode includes at least one of the following: a downhill mode or a braking mode; The vehicle is torque controlled according to the target engine torque.

2. The method according to claim 1, characterized in that The determining of the feedback control item according to the driving mode, the target cruising speed and the actual vehicle speed comprises: When the driving mode is the first cruise mode, determining the number of times the target engine torque has been determined in the first cruise mode; If the determined number of times is less than 1, the default value is used as the feedback control item; The method further comprises: If the determined number is greater than or equal to 1, the actual engine torque before the first cruise mode is used as the target engine torque.

3. The method according to claim 2, characterized in that The determining the target engine torque according to the target cruising speed, the feedback control item and the road gradient includes: Determining the engine end required torque according to the target cruising speed and the road slope; determining a feedback demand torque according to the feedback control item; The total torque of the engine-side required torque and the feedback required torque is determined as the target engine torque.

4. The method according to claim 3, characterized in that The step of determining the engine end required torque according to the target cruising speed and the road slope includes: Acquire the inherent attributes of the vehicle, wherein the inherent attributes include: vehicle wind resistance parameter, vehicle frontal area, tire rolling resistance parameter, vehicle mass, gearbox transmission ratio, final reducer transmission ratio, transmission efficiency and wheel radius; Calculating the required wheel-end driving force according to the target cruising speed, the road slope, the vehicle wind resistance parameter, the vehicle frontal area, the tire rolling resistance parameter, and the vehicle mass; According to the gearbox transmission ratio, the final drive ratio, the transmission efficiency and the wheel radius, the wheel end required driving force is converted into the engine end required torque; The performing torque control on the vehicle according to the target engine torque comprises: When the driving mode is the first cruising mode and / or the pre-uphill mode, determining a corresponding acceleration limit range according to the driving mode, and different driving modes correspond to different acceleration limit ranges; determining a torque limit range according to the acceleration limit range and the wheel end required driving force; The vehicle is torque controlled according to the target engine torque within the torque limit range.

5. The method according to claim 4, characterized in that The determining of the torque limit range according to the acceleration limit range and the wheel end required driving force includes: Determine, according to the minimum acceleration of the acceleration limit range, the minimum limit torque included in the torque limit range during acceleration and the maximum limit torque included in the torque limit range during deceleration; The maximum limit torque included in the torque limit range during acceleration and the minimum limit torque included in the torque limit range during deceleration are determined according to the maximum acceleration of the acceleration limit range.

6. The method according to claim 5, characterized in that The step of controlling the torque of the vehicle according to the target engine torque within the torque limit range includes: When the target engine torque is greater than the maximum limit torque of the torque limit range, performing torque control on the vehicle according to the maximum limit torque; When the target engine torque is less than a minimum limit torque of the torque limit range, performing torque control on the vehicle according to the minimum limit torque; When the target engine torque is within the torque limit range, the vehicle is torque controlled according to the target engine torque.

7. The method according to claim 3, characterized in that The step of determining the feedback demand torque according to the feedback control item includes: determining a proportional control torque according to the target vehicle speed difference and the proportional control parameter; determining a current integral control torque according to the target vehicle speed difference, the integral control parameter, and a previous integral control torque; Determining the sum of the proportional control torque and the current integral control torque as the feedback demand torque; The method further comprises: When the driving mode is the second target mode, the current integral control torque is set to 0.

8. A cruise control device, characterized in that: The device comprises: An acquisition module, used to acquire the driving mode and cruising condition parameters of the vehicle during cruising, wherein the cruising condition parameters include: target cruising speed, actual speed, and road slope; a determination module, configured to determine a feedback control item according to the driving mode, the target cruising speed and the actual vehicle speed when the driving mode is a first target mode, and to determine a target engine torque according to the target cruising speed, the feedback control item and the road gradient, wherein the first target mode includes at least one of the following: an initial cruising mode, a pre-uphill mode, an uphill mode, or a flat road mode, wherein the feedback control item includes a target vehicle speed difference and a proportional-integral control parameter, wherein the proportional-integral control parameter includes a proportional control parameter and an integral control parameter, wherein the proportional-integral control parameter of the initial cruising mode is a default value, the proportional-integral control parameter of the pre-uphill mode is greater than the default value, and the proportional-integral control parameter of the uphill mode is less than the default value, wherein the target vehicle speed differences of the initial cruising mode, the pre-uphill mode and the uphill mode are all vehicle speed differences between the target cruising speed and the actual vehicle speed, and the target vehicle speed difference of the flat road mode is a preset vehicle speed adjustment step; a zeroing module, configured to set the target engine torque to 0 when the driving mode is a second target mode, wherein the second target mode includes at least one of the following: a downhill mode or a braking mode; A control module is used to perform torque control on the vehicle according to the target engine torque.

9. An electronic device, characterized in that: include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the cruise control method according to 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, and when the computer-executable instructions are executed by a processor, they are used to implement the cruise control method according to 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 a processor, the cruise control method according to any one of claims 1 to 7 is implemented.

Images