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

Abstract

This application provides a cruise control method, device, equipment, storage medium, and program product, relating to the field of vehicle control technology. The method includes: acquiring the vehicle's driving mode and cruise operating parameters during cruise; when the driving mode is a first target mode, determining a feedback control term based on the driving mode, target cruise speed, and actual vehicle speed, and determining a target engine torque based on the target cruise speed, feedback control term, and road gradient; when the driving mode is a second target mode, setting the target engine torque to 0; and performing torque control on the vehicle based on the target engine torque. This method, by determining the target engine torque according to different strategies in different driving modes and performing torque control on the vehicle based on the target engine torque, avoids the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency.

Description

Technical Field

[0001] This 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) is an intelligent control system based on road traffic information. It aims to optimize vehicle cruise control by combining vehicle navigation data, sensor information, and real-time traffic information. This improves fuel efficiency, reduces driver fatigue, and enhances driving comfort and safety.

[0003] In existing technologies, a proportional-integral-derivative (PID) control system is typically used to control the actual vehicle speed so that the actual vehicle speed accurately follows the target cruising speed calculated by the PCC system based on road traffic information.

[0004] However, since the target cruising speed changes constantly based on real-time road traffic information, and the slope of change varies, adjusting the actual vehicle speed through the PID control system can cause sudden changes in engine torque, resulting in poor vehicle smoothness and consequently affecting driving comfort and fuel efficiency. Summary of the Invention

[0005] This application provides a cruise control method, device, equipment, storage medium, and program product, which determines the target engine torque according to different strategies in different driving modes, and performs torque control on the vehicle according to the 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.

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

[0007] The vehicle's driving mode and cruise parameters during cruise are obtained. These parameters include the target cruise speed, actual speed, and road gradient.

[0008] When the driving mode is the first target mode, the feedback control item is determined based on the driving mode, the target cruise speed, and the actual vehicle speed. The target engine torque is determined based on the target cruise speed, the feedback control item, and the road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control item includes: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters of the initial cruise mode are the default values. The proportional-integral control parameters of the pre-hill 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 difference of the initial cruise mode, the pre-hill mode, and the uphill mode are all the speed difference between the target cruise speed and the actual vehicle speed. The target speed difference of the flat road mode is the preset speed adjustment step size.

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

[0010] Torque control of the vehicle is performed based on the target engine torque.

[0011] In one possible design, the feedback control terms are determined based on the driving mode, target cruising speed, and actual vehicle speed, including:

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

[0013] If the number of occurrences is determined to be less than 1, then the default value will be used as the feedback control item.

[0014] The method also includes:

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

[0016] In one possible design, the target engine torque is determined based on the target cruising speed, feedback control term, and road gradient, including:

[0017] Determine the required torque for the engine based on the target cruising speed and road gradient;

[0018] The feedback demand torque is determined based on the feedback control terms;

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

[0020] In one possible design, the required torque at the engine end is determined based on the target cruising speed and road gradient, including:

[0021] Obtain the vehicle's inherent attributes, including: vehicle drag parameters, vehicle frontal area, tire rolling resistance parameters, vehicle mass, gearbox gear ratio, final drive gear ratio, transmission efficiency, and wheel radius.

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

[0023] Based on the gearbox transmission 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] Torque control of the vehicle based on the target engine torque includes:

[0025] When the driving mode is the initial cruise mode and / or the uphill pre-mode, the corresponding acceleration limit range is determined according to the driving mode. The acceleration limit range is different for different driving modes.

[0026] The torque limit range is determined based on the acceleration limit range and the required driving force at the wheel end.

[0027] Within the torque limit range, the vehicle's torque is controlled based on the target engine torque.

[0028] In one possible design, the torque limit range is determined based on the acceleration limit range and the required driving force at the wheel end, including:

[0029] Based on the minimum acceleration within the acceleration limit range, 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;

[0030] Based on the maximum acceleration within the acceleration limit range, determine 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.

[0031] In one possible design, under the constraint of a torque limit range, torque control of the vehicle is performed based on the target engine torque, including:

[0032] When the target engine torque exceeds the maximum limit torque within the torque limit range, torque control is applied to the vehicle based on the maximum limit torque.

[0033] When the target engine torque is less than the minimum limit torque within the torque limit range, torque control is performed on the vehicle based on the minimum limit torque.

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

[0035] In one possible design, the feedback demand torque is determined based on the feedback control term, including:

[0036] The proportional control torque is determined based on the target vehicle speed difference and proportional control parameters;

[0037] The current integral control torque is determined based on the target speed difference, integral control parameters, 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 also includes:

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

[0041] Secondly, this application provides a cruise control device, the device comprising:

[0042] The acquisition module is used to acquire the vehicle's driving mode and cruise operating parameters during the cruise process. The cruise operating parameters include: target cruise speed, actual vehicle speed, and road gradient.

[0043] The determination module is used to determine the feedback control item based on the driving mode, target cruise speed, and actual vehicle speed when the driving mode is the first target mode, and to determine the target engine torque based on the target cruise speed, feedback control item, and road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control item includes: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters of the initial cruise mode are default values. The proportional-integral control parameters of the pre-hill 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 difference of the initial cruise mode, pre-hill mode, and uphill mode are all the speed difference between the target cruise speed and the actual vehicle speed. The target speed difference of the flat road mode is a preset speed adjustment step size.

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

[0045] The control module is used to control the torque of the vehicle based on the target engine torque.

[0046] In one possible design, the determination module includes: a module for determining the number of iterations and a module for determining the feedback control term;

[0047] The determination number module is used to determine the number of times the target engine torque has been determined in the current first cruise mode when the driving mode is the first cruise mode;

[0048] The module for determining feedback control items is used to use the default value as the feedback control item if the number of determinations is less than 1.

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

[0050] The torque determination module is used to take the actual engine torque before the first cruise mode as the target engine torque if the number of determinations is greater than or equal to 1.

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

[0052] The required torque module is used to determine the required torque at the engine end based on the target cruising speed and road gradient.

[0053] The feedback demand torque determination module is used to determine the feedback demand torque based on the feedback control terms.

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

[0055] In one 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 parameters, vehicle frontal area, tire rolling resistance parameters, vehicle mass, gearbox transmission ratio, final drive ratio, transmission efficiency, and wheel radius.

[0057] The driving force calculation module is used to calculate the required wheel-end driving force based on the target cruising speed, road gradient and vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass.

[0058] The conversion module is used to convert the required driving force at the wheel end into the required torque at the engine end based on the gearbox transmission ratio, the final drive 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] The acceleration limiting module is used to determine the corresponding acceleration limit range according to the driving mode when the driving mode is the initial cruise mode and / or the pre-hill mode. The acceleration limit range is different for different driving modes.

[0061] The torque limiting module is used to determine the torque limiting range based on the acceleration limiting range and the required driving force at the wheel end.

[0062] The first control module is used to control the torque of the vehicle based on 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] The first limiting module is used to determine the minimum limiting torque included in the torque limiting range during acceleration and the maximum limiting torque included in the torque limiting range during deceleration, based on the minimum acceleration within 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, based on the maximum acceleration within the acceleration limiting range.

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

[0067] The second control module is used to control the vehicle's torque based on the maximum limit torque when the target engine torque is greater than the maximum limit torque within the torque limit range.

[0068] The third control module is used to control the vehicle's torque based on 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 control the vehicle's torque based on 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 summation module;

[0071] The proportional control torque module is used to determine the proportional control torque based on the target vehicle speed difference and proportional control parameters.

[0072] The current integral control torque determination module is used to determine the current integral control torque based on the target vehicle speed difference, integral control parameters, and the previous integral control torque.

[0073] The summation module is used to determine the feedback demand torque by summing the proportional control torque and the current integral control 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] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0077] The memory stores the instructions that the computer executes;

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

[0079] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a cruise control method according to the first aspect of the invention.

[0080] Fifthly, this 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 first aspect of the invention.

[0081] This application provides a cruise control method, device, equipment, storage medium, and program product. The method includes: first, acquiring the vehicle's driving mode and cruise operating parameters during cruise, including the target cruise speed, actual vehicle speed, and road gradient; then, when the driving mode is a first target mode, determining a feedback control term based on the driving mode, target cruise speed, and actual vehicle speed, and determining a target engine torque based on the target cruise speed, feedback control term, and road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode; the feedback control term includes the target speed difference and proportional-integral control parameters. The proportional-integral control parameters include proportional control parameters and integral control parameters. The proportional-integral control parameters for the initial cruise mode are the default values. The proportional-integral control parameters for the pre-hill mode are greater than the default values, and the proportional-integral control parameters for the uphill mode are less than the default values. The target speed difference for the initial cruise mode, the pre-hill mode, and the uphill mode is the speed difference between the target cruise speed and the actual speed. The target speed difference for the flat road mode is a preset speed adjustment step size. Then, when the driving mode is the second target mode, the target engine torque is set to 0. The second target mode includes at least one of the following: downhill mode or braking mode. Finally, torque control is performed on the vehicle based on the target engine torque.The following technical effects were achieved: By acquiring the vehicle's driving mode and cruising condition parameters during cruise, and determining the target engine torque according to different strategies in different driving modes, the target engine torque is determined based on the target cruise speed, feedback control items, and road gradient when the driving mode is initial cruise mode, pre-hill mode, uphill mode, or flat road mode. When the driving mode is downhill mode or braking mode, the target engine torque is set to 0. Torque control is applied to the vehicle based on the corresponding target engine torque in different driving modes to avoid poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency. Furthermore, when the vehicle is in flat road mode, a preset speed adjustment step size is set for the target speed difference. This preset speed adjustment step size is used to adjust the actual speed in fixed increments or decrements, allowing the actual speed to gradually reach the target cruise speed. This provides a smoother vehicle acceleration and deceleration experience, ensuring driving comfort. Smoothness and comfort: By setting the proportional control parameter to the value corresponding to the proportional control parameter when the vehicle is in cruise control mode, and setting the integral control parameter to the value corresponding to the integral control parameter when the vehicle is in cruise control mode, it is ensured that the engine torque will not change abruptly when the vehicle enters cruise mode. On straight sections of road before going uphill, by setting the proportional and integral control parameters to values ​​greater than the default values, it is easier to store kinetic energy for the vehicle to go uphill in advance. When the vehicle is in uphill mode, by setting the proportional and integral control parameters to values ​​less than the default values, the engine torque will not drop too quickly, thus ensuring that the engine torque will not change abruptly. 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 vehicle speed when going downhill is reduced, thereby improving fuel efficiency. By reducing the frequency of braking, the thermal load on the braking system is reduced, avoiding brake overheating, thereby improving driving comfort and improving the safety of the vehicle when driving downhill. Attached Figure Description

[0082] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to 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 any creative work.

[0083] 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.

[0084] Figure 1A flowchart illustrating a cruise control method provided in this application embodiment. Figure 1 ;

[0085] Figure 2 A flowchart illustrating a cruise control method provided in this application embodiment. Figure 2 ;

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

[0087] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0088] Figure label:

[0089] 310 - Acquisition Module; 320 - Determination Module; 330 - Zeroing Module; 340 - Control Module;

[0090] 410 - Processor; 420 - Memory; 430 - Communication components; 440 - Bus. Detailed Implementation

[0091] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0092] In the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply difference. It should be noted that in the embodiments of this application, the words "exemplary" or "for example" are used to indicate that something is being used as an example, illustration, or description. Any embodiment or design scheme described as "exemplary" or "for example" in this application should not be construed as being better or more advantageous than other embodiments or design schemes. Specifically, the use of "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner. In the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more.

[0093] It should be noted that the phrase "at...time" in the embodiments of this application can refer to the instant at which a certain situation occurs, or to a period of time after the occurrence of a certain situation; the embodiments of this application do not specifically limit this. Furthermore, the cruise control method provided in the embodiments of this application is merely an example; a cruise control method may include more or fewer elements.

[0094] PCC (Prevention and Control) system is an intelligent control system that integrates road traffic information. This system cleverly combines the vehicle's navigation system, sensor data, and real-time traffic information. It aims to predict road conditions ahead by utilizing data from various sensors, cameras, and radar systems, and automatically adjust the target cruise speed based on this information, optimizing cruise control, thereby improving fuel efficiency, reducing driver fatigue, enhancing driving comfort, and improving vehicle safety.

[0095] In existing technologies, PCC systems typically rely on PID control systems to adjust the vehicle's actual speed to ensure it accurately follows the target cruise speed calculated by the PCC system based on road traffic information. However, because the target cruise speed changes in real time based on road conditions ahead, and the rate of change is inconsistent, the cruise control function rapidly increases or decreases engine torque based on the difference between the target cruise speed and the actual speed. This results in excessively rapid changes in the vehicle's drive torque. Therefore, traditional PID systems cause sudden changes in engine torque. This abrupt change in engine torque not only affects the smoothness of the driving experience but also reduces fuel efficiency.

[0096] Based on this, this application proposes a cruise control method, device, equipment, storage medium, and program product, which can be used in the field of vehicle control technology and aims to solve the above-mentioned technical problems of the prior art. By determining the target engine torque according to different strategies in different driving modes, and controlling the vehicle torque according to the target engine torque, the power output of the vehicle is effectively smoothed to achieve a more stable actual speed adjustment, ensuring that the vehicle can provide a more stable cruise experience in various driving modes. This avoids sudden changes in engine torque caused by rapid changes in target cruise speed and avoids the problem of poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and optimizing vehicle fuel efficiency.

[0097] The following specific embodiments describe in detail the technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems. 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 flowchart illustrating a cruise control method provided in this application embodiment. Figure 1 .like Figure 1 As shown, the method includes:

[0099] S101. Obtain the vehicle's driving mode and cruise condition parameters during cruise.

[0100] In this embodiment, the executor of a cruise control method can be an Electronic Control Unit (ECU) in a vehicle. This ECU can be a controller specifically designed for cruise control, or it can 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 limitations. Furthermore, in one possible design, the executor of a cruise control method can also be an Intelligent and Connected Vehicle Cloud Control System (ICVCCS), etc.

[0101] Specifically, cruise control parameters include: target cruise speed, actual vehicle speed, and road gradient. Driving modes include: initial cruise mode, pre-hill mode, uphill mode, flat road mode, downhill mode, and braking mode. In other words, during predictive cruise, the controller can obtain the vehicle's driving mode and cruise control parameters such as target cruise speed, actual vehicle speed, and road gradient in real time through the vehicle's navigation system and various onboard sensors.

[0102] S102. When the driving mode is the first target mode, determine the feedback control item based on the driving mode, target cruise speed and actual speed, and determine the target engine torque based on the target cruise speed, feedback control item and road gradient.

[0103] In this embodiment, the first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control items include: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters of the initial cruise mode are default values. The proportional-integral control parameters of the pre-hill 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 difference of the initial cruise mode, pre-hill mode, and uphill mode are all the speed difference between the target cruise speed and the actual speed. The target speed difference of the flat road mode is a preset speed adjustment step size.

[0104] Specifically, when the driving mode is the first target mode, the determined feedback control items include: when the vehicle driving mode is the initial cruise mode, pre-hill mode, or uphill mode, the target speed difference can be determined to be the speed difference between the target cruise speed and the actual vehicle speed; when the vehicle driving mode is the flat road mode, the target speed difference can be determined to be a preset speed adjustment step size. The speed adjustment step size can be a preset fixed value used to fine-tune the actual vehicle speed in flat road mode. The controller can adjust the actual vehicle speed in fixed increments or decrements using this preset speed adjustment step size, rather than directly matching the actual vehicle speed to the target cruise speed. The value of the speed adjustment step size can be set in advance based on factors such as the vehicle's driving environment, traffic conditions, and driver preferences. This ensures that the actual vehicle speed gradually reaches the target cruise speed, thereby providing a smoother vehicle acceleration and deceleration experience, guaranteeing driving comfort and smoothness.

[0105] The proportional-integral (PI) control parameters for the feedback control term are determined, including: the controller can set the PI control parameters for the initial cruise mode to default values, which can be the PI control parameters used by the vehicle in cruise control mode. In other words, during predictive cruise, to ensure that the engine torque does not change abruptly when the vehicle enters cruise mode, the controller can set the proportional control parameters to the values ​​corresponding to the proportional control parameters used by the vehicle in cruise control mode, and also set the integral control parameters to the values ​​corresponding to the integral control parameters used by the vehicle in cruise control mode.

[0106] When the vehicle is in pre-uphill mode, on straight sections of road before the uphill climb, the controller can set the proportional-integral control parameters to values ​​greater than the default values ​​to store kinetic energy in advance for the vehicle's ascent. During this process, the controller can simultaneously prevent the vehicle from exceeding the speed limit.

[0107] When the vehicle is in uphill mode, since uphill mode usually follows up the pre-uphill mode, the actual engine torque is relatively high after the pre-uphill mode. Therefore, the controller can set the proportional-integral control parameter to a value lower than the default value so that the engine torque will not drop too quickly when the target cruising speed decreases, thus ensuring that the engine torque will not change abruptly.

[0108] After determining the feedback control term, the controller can combine the target cruise speed, the feedback control term, and the road gradient to ultimately determine the target engine torque.

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

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

[0111] Specifically, when the vehicle is in downhill mode—that is, when the road ahead and the current driving section is downhill—the controller can set the target engine torque to 0, reducing energy loss caused by braking due to excessive vehicle speed while downhill, since the engine provides acceleration even without outputting torque. By using engine braking to control speed instead of relying on the traditional braking system, fuel efficiency is improved, and by reducing the frequency of brake use, the thermal load on the braking system is reduced, preventing brake overheating. This, in turn, enhances driving comfort and improves vehicle safety when driving downhill.

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

[0113] S104. Perform torque control on the vehicle based on the target engine torque.

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

[0115] This embodiment provides a cruise control method, which includes: first, acquiring the vehicle's driving mode and cruise operating parameters during cruise, including the target cruise speed, actual vehicle speed, and road gradient; then, when the driving mode is a first target mode, determining a feedback control term based on the driving mode, target cruise speed, and actual vehicle speed, and determining a target engine torque based on the target cruise speed, feedback control term, and road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control term includes the target speed difference and proportional-integral control parameters. The parameters include proportional control parameters and integral control parameters. The proportional-integral control parameters for the initial cruise mode are the default values. The proportional-integral control parameters for the pre-hill mode are greater than the default values, and the proportional-integral control parameters for the uphill mode are less than the default values. The target speed difference for the initial cruise mode, the pre-hill mode, and the uphill mode is the speed difference between the target cruise speed and the actual speed. The target speed difference for the flat road mode is a preset speed adjustment step size. Then, when the driving mode is the second target mode, the target engine torque is set to 0. The second target mode includes at least one of the following: downhill mode or braking mode. Finally, torque control is performed on the vehicle based on the target engine torque.

[0116] The following technical effects were achieved: By acquiring the vehicle's driving mode and cruising condition parameters during cruise, and determining the target engine torque according to different strategies in different driving modes, the target engine torque is determined based on the target cruise speed, feedback control items, and road gradient when the driving mode is initial cruise mode, pre-hill mode, uphill mode, or flat road mode. When the driving mode is downhill mode or braking mode, the target engine torque is set to 0. Torque control is applied to the vehicle based on the corresponding target engine torque in different driving modes to avoid poor vehicle smoothness caused by drastic changes in engine torque, thereby improving driving comfort and fuel efficiency. Furthermore, when the vehicle is in flat road mode, a preset speed adjustment step size is set for the target speed difference. This preset speed adjustment step size is used to adjust the actual speed in fixed increments or decrements, allowing the actual speed to gradually reach the target cruise speed. This provides a smoother vehicle acceleration and deceleration experience, ensuring driving comfort. Smoothness and comfort: By setting the proportional control parameter to the value corresponding to the proportional control parameter when the vehicle is in cruise control mode, and setting the integral control parameter to the value corresponding to the integral control parameter when the vehicle is in cruise control mode, it is ensured that the engine torque will not change abruptly when the vehicle enters cruise mode. On straight sections of road before going uphill, by setting the proportional and integral control parameters to values ​​greater than the default values, it is easier to store kinetic energy for the vehicle to go uphill in advance. When the vehicle is in uphill mode, by setting the proportional and integral control parameters to values ​​less than the default values, the engine torque will not drop too quickly, thus ensuring that the engine torque will not change abruptly. 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 vehicle speed when going downhill is reduced, thereby improving fuel efficiency. By reducing the frequency of braking, the thermal load on the braking system is reduced, avoiding brake overheating, thereby improving driving comfort and improving the safety of the vehicle when driving downhill.

[0117] Figure 2 A flowchart illustrating a cruise control method provided in this application embodiment. Figure 2 In one possible example, such as Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, this paper provides a detailed explanation of how to determine the target engine torque and how to perform torque control on the vehicle based on the target engine torque when the driving mode is the first target mode. Figure 2 As shown, the method includes:

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

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

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

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

[0122] Furthermore, if the number of attempts is determined to be greater than or equal to 1, the actual engine torque before the first cruise mode can be used as the target engine torque. In other words, during the vehicle's first cruise, i.e., the first time engine torque control is applied, the engine torque can remain unchanged, and the actual engine torque before the first cruise mode can be used as the target engine torque. This avoids excessive changes in engine torque before and after entering cruise mode, thus preventing sudden changes in engine torque when the vehicle enters cruise mode.

[0123] Furthermore, determining the target engine torque based on the target cruising speed, feedback control term, and road gradient includes: firstly, determining the engine-end torque demand based on the target cruising speed and road gradient. In other words, in this embodiment, the controller can calculate the engine-end torque demand based on the vehicle's longitudinal dynamics equations. Specifically, the controller can first acquire the vehicle's inherent properties to calculate the engine-end torque demand based on these properties.

[0124] S202. Calculate the required driving force at the wheel ends based on the target cruising speed, road gradient, vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass.

[0125] Specifically, the formula for calculating the demand-driven force at the wheel end is as follows:

[0126]

[0127] Among them, F p Driven by demand at the wheel end, F f For wind resistance (i.e., the resistance from the air when a vehicle is moving), F r For rolling resistance, F t For slope resistance, C DHere are the vehicle's drag parameters, where S is the vehicle's frontal area and V is... aim Let m be the target cruising speed, g be the vehicle mass, and C be the gravitational acceleration (typically taken as 9.8 m / s²). f Here, α represents the tire rolling resistance parameter, and α represents the road gradient.

[0128] S203. Based on the gearbox transmission 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.

[0129] Specifically, the 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 To meet the torque requirements of the engine, K t This is the conversion coefficient between the required driving force at the wheel end and the required torque at the engine end. Furthermore, K... t The calculation formula is as follows:

[0132]

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

[0134] S204. Determine the proportional control torque based on the target vehicle speed difference and proportional control parameters.

[0135] Specifically, in this embodiment, the controller can also calculate the feedback demand torque based on the target vehicle speed difference between the target cruising speed and the actual vehicle speed, and ultimately determine the target engine torque based on the engine-side demand torque and the feedback demand torque. The feedback demand torque can be calculated using a proportional-integral (PI) control algorithm. Determining the feedback demand torque based on the feedback control term, that is, determining the feedback demand torque based on the target vehicle speed difference and the proportional-integral control parameters, specifically includes: first, the controller can determine the proportional control torque based on the target vehicle speed difference and the proportional control parameters. The specific calculation formula for the proportional control torque is as follows:

[0136] T P =K p1 ×(V aim -V act )

[0137] Among them, T P To proportionally control torque, Kp1 V is a proportional control parameter (which can be preset by technicians based on the actual vehicle weight). act This refers to the actual vehicle speed.

[0138] S205. Determine the current integral control torque based on the target vehicle speed difference, integral control parameters, and the previous integral control torque.

[0139] Specifically, the current formula for calculating the integral control torque is as follows:

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

[0141] Among them, T I For the current integral control torque, T Ilast For the previous integral control torque, K i1 These are integral control parameters (which can be preset values).

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

[0143] T F =T P +T I

[0144] Among them, T F This is to provide feedback on the required 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 prevent the continuously accumulating current integral control torque from adversely affecting subsequent engine torque control when the vehicle is in downhill or braking mode, thereby ensuring the accuracy of the feedback torque calculation after the vehicle exits downhill or braking mode.

[0147] S207. The total torque of the engine-side demand torque and the feedback demand torque is determined as the target engine torque.

[0148] Specifically, the formula for calculating the target engine torque is:

[0149] T eng =T O +T F

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

[0151] S208. When the driving mode is the initial cruise mode and / or the pre-hill mode, the corresponding acceleration limit range shall be determined according to the driving mode.

[0152] In this embodiment of the application, the acceleration limit ranges are different for different driving modes.

[0153] Specifically, because the target engine torque calculated using the PI control algorithm varies significantly under different actual vehicle weights, in order to balance the vehicle's power performance and smoothness when the driving mode is the initial cruise mode and / or the pre-hill mode, after calculating the target engine torque, the controller can further limit the target engine torque according to different driving modes during the specific control process of torque control based on the target engine torque. The specific process includes:

[0154] When the vehicle is in initial cruise mode and accelerating, the acceleration limit range is determined to be a. 1min To a 1max , where a 1min a is the minimum acceleration during the initial cruise mode acceleration. 1max This is the maximum acceleration during the initial cruise mode acceleration.

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

[0156] When the vehicle is in uphill pre-drive mode and accelerating, the acceleration limit range is determined to be a. 3min To a 3max , where a 3min a is the minimum acceleration during acceleration in the uphill mode. 3max This represents the maximum acceleration during the initial acceleration phase before going uphill.

[0157] When the vehicle is in uphill pre-descent mode and decelerating, the acceleration limit range is determined to be -a. 3max to -a 3min , where -a 3max -a is the minimum acceleration during deceleration in the uphill mode. 3min This represents the maximum acceleration during deceleration in the uphill mode.

[0158] S209. Based on the minimum acceleration within the acceleration limit range, determine the minimum limiting torque included in the torque limit range during acceleration and the maximum limiting torque included in the torque limit range during deceleration.

[0159] Specifically, after determining the acceleration limit range corresponding to different driving modes, the controller can determine the torque limit range based on the acceleration limit range and the required driving force at the wheel ends. The specific process includes:

[0160] When the vehicle is in initial cruise mode and accelerating, the specific formula for calculating the torque limit range is as follows:

[0161]

[0162] Among them, T 1min This is the minimum limiting torque for acceleration during the first cruise mode.

[0163] When the vehicle is in initial cruise mode and decelerating, the specific formula for calculating the torque limit range is as follows:

[0164]

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

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

[0167]

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

[0169] When the vehicle is in uphill pre-descent mode and decelerating, the specific formula for calculating the torque limit range is as follows:

[0170]

[0171] Among them, T 4max This is the maximum limiting torque during deceleration in the uphill mode.

[0172] S210. Based on the maximum acceleration within the acceleration limit range, determine 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.

[0173] Specifically, when the vehicle is in initial cruise mode and accelerating, the torque limit range is calculated using the following formula:

[0174]

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

[0176] When the vehicle is in initial cruise mode and decelerating, the specific formula for calculating the torque limit range is as follows:

[0177]

[0178] Among them, T 2min This is the minimum limiting torque for deceleration during the initial cruise mode.

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

[0180]

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

[0182] When the vehicle is in uphill pre-descent mode and decelerating, the specific formula for calculating the torque limit range is as follows:

[0183]

[0184] Among them, T 4min This is the minimum limiting torque for deceleration in the uphill mode.

[0185] S211. When the target engine torque is greater than the maximum limit torque within the torque limit range, torque control is performed on the vehicle based on the maximum limit torque.

[0186] Specifically, after determining the torque limit range, the controller can perform torque control on the vehicle based on the target engine torque within the torque limit range. Specifically, when the calculated target engine torque exceeds the maximum limit torque within the torque limit range, torque control can be applied to the vehicle based on the maximum limit torque to prevent a decrease in vehicle smoothness due to excessive target engine torque.

[0187] S212. When the target engine torque is less than the minimum limit torque within the torque limit range, torque control is performed on the vehicle based on 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 torque can be controlled according to the minimum limit torque to ensure that the vehicle can output sufficient power when in the initial cruise mode and / or pre-hill mode, thereby ensuring the vehicle's power performance.

[0189] S213. When the target engine torque is within the torque limit range, torque control is performed on the vehicle based on the target engine torque.

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

[0191] This application provides a cruise control method that, during the initial cruise of a vehicle, uses the actual engine torque before entering the cruise mode as the target engine torque to avoid excessive changes in engine torque before and after entering the cruise mode, thus preventing sudden changes in engine torque when entering the cruise mode. By setting the current integral control torque to 0, it avoids the adverse effects of the continuously accumulating current integral control torque on subsequent engine torque control when the vehicle is in downhill or braking mode, thereby ensuring the accuracy of the required torque calculation after the vehicle exits downhill or braking mode. By further controlling the vehicle's torque according to the target engine torque under different driving modes within the torque limit range, a balance between the vehicle's power performance and ride comfort is achieved.

[0192] In this embodiment of the invention, electronic devices or main control devices can be divided into functional modules according to the above method examples. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated unit can be implemented in hardware or as a software functional module. It should be noted that the module division in this embodiment of the invention is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0193] Figure 3 This is a schematic diagram of a cruise control device provided in an embodiment of this 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 vehicle's driving mode and cruise operating parameters during the cruise process. The cruise operating parameters include: target cruise speed, actual vehicle speed, and road gradient.

[0195] The determination module 320 is used to determine the feedback control item based on the driving mode, target cruise speed and actual speed when the driving mode is the first target mode, and to determine the target engine torque based on the target cruise speed, feedback control item and road slope. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode or flat road mode. The feedback control item includes: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters of the initial cruise mode are the default values. The proportional-integral control parameters of the pre-hill 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 difference of the initial cruise mode, pre-hill mode and uphill mode are the speed difference between the target cruise speed and the actual speed. The target speed difference of the flat road mode is the preset speed adjustment step size.

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

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

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

[0199] The determination number module is used to determine the number of times the target engine torque has been determined in the current first cruise mode when the driving mode is the first cruise mode;

[0200] The module for determining feedback control items is used to use the default value as the feedback control item if the number of determinations is less than 1.

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

[0202] The torque determination module is used to take the actual engine torque before the first cruise mode as the target engine torque if the number of determinations is greater than or equal to 1.

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

[0204] The required torque module is used to determine the required torque at the engine end based on the target cruising speed and road gradient.

[0205] The feedback demand torque determination module is used to determine the feedback demand torque based on the feedback control terms.

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

[0207] In one 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 parameters, vehicle frontal area, tire rolling resistance parameters, vehicle mass, gearbox transmission ratio, final drive ratio, transmission efficiency, and wheel radius.

[0209] The driving force calculation module is used to calculate the required wheel-end driving force based on the target cruising speed, road gradient and vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, and vehicle mass.

[0210] The conversion module is used to convert the required driving force at the wheel end into the required torque at the engine end based on the gearbox transmission ratio, the final drive ratio, the transmission efficiency, and the wheel radius.

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

[0212] The acceleration limiting module is used to determine the corresponding acceleration limit range according to the driving mode when the driving mode is the initial cruise mode and / or the pre-hill mode. The acceleration limit range is different for different driving modes.

[0213] The torque limiting module is used to determine the torque limiting range based on the acceleration limiting range and the required driving force at the wheel end.

[0214] The first control module is used to control the torque of the vehicle based on 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] The first limiting module is used to determine the minimum limiting torque included in the torque limiting range during acceleration and the maximum limiting torque included in the torque limiting range during deceleration, based on the minimum acceleration within 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, based on the maximum acceleration within the acceleration limiting range.

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

[0219] The second control module is used to control the vehicle's torque based on the maximum limit torque when the target engine torque is greater than the maximum limit torque within the torque limit range.

[0220] The third control module is used to control the vehicle's torque based on 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 control the vehicle's torque based on 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 summation module;

[0223] The proportional control torque module is used to determine the proportional control torque based on the target vehicle speed difference and proportional control parameters.

[0224] The current integral control torque determination module is used to determine the current integral control torque based on the target vehicle speed difference, integral control parameters, and the previous integral control torque.

[0225] The summation module is used to determine the feedback demand torque by summing the proportional control torque and the current integral control 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] The cruise control device provided in this embodiment can execute a cruise control method of the above embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0229] In a specific implementation of the aforementioned cruise control device, each module can be implemented as a processor. The processor can execute computer execution instructions stored in the memory, thereby enabling the processor to execute 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 this 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, memory 420, and communication component 430 are connected via a bus 440.

[0231] In the specific implementation process, at least one processor 410 executes computer execution instructions stored in memory 420, causing at least one processor 410 to execute a cruise control method as executed on the electronic device side as described above.

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

[0233] In the above embodiments, it should be understood that the processor 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 invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

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

[0235] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0236] The above description of the functions implemented by electronic devices and main control devices has introduced the solutions provided by the embodiments of the present invention. It is understood that, in order to implement the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments of the present invention, the embodiments of the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by 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 beyond the scope of the technical solutions of the embodiments of the present invention.

[0237] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the cruise control method described above.

[0238] The aforementioned 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 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.

[0239] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0240] This application also provides a computer program product, which includes a computer program stored in a readable storage medium. At least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the solution provided in the above embodiments.

[0241] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disk, or optical disk.

[0242] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it is readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A cruise control method, characterized in that, include: The vehicle's driving mode and cruise parameters during cruise are obtained, including: target cruise speed, actual vehicle speed, and road gradient. When the driving mode is the first target mode, a feedback control item is determined based on the driving mode, the target cruise speed, and the actual vehicle speed. A target engine torque is determined based on the target cruise speed, the feedback control item, and the road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control item includes: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters for the initial cruise mode are default values. The proportional-integral control parameters for the pre-hill mode are greater than the default values. The proportional-integral control parameters for the uphill mode are less than the default values. The target speed difference for the initial cruise mode, pre-hill mode, and uphill mode is the speed difference between the target cruise speed and the actual vehicle speed. The target speed difference for the flat road mode is a preset speed adjustment step size. 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; The vehicle's torque is controlled based on the target engine torque.

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

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

4. The method according to claim 3, characterized in that, Determining the required engine torque based on the target cruising speed and the road gradient includes: Obtain the inherent properties of the vehicle, including: vehicle wind resistance parameters, vehicle frontal area, tire rolling resistance parameters, vehicle mass, gearbox transmission ratio, final drive ratio, transmission efficiency, and wheel radius. The required driving force at the wheel ends is calculated based on the target cruising speed, the road gradient, the vehicle's wind resistance parameters, the vehicle's frontal area, the tire rolling resistance parameters, and the vehicle's mass. Based on the gearbox transmission 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; The torque control of the vehicle based on the target engine torque includes: When the driving mode is the initial cruise mode and / or the pre-hill mode, the corresponding acceleration limit range is determined according to the driving mode, and the acceleration limit range is different for different driving modes. The torque limit range is determined based on the acceleration limit range and the required driving force at the wheel end; Under the constraints of the torque limit range, the vehicle is torque controlled according to the target engine torque.

5. The method according to claim 4, characterized in that, Determining the torque limit range based on the acceleration limit range and the required driving force at the wheel end includes: Based on the minimum acceleration within the acceleration limit range, 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; Based on the maximum acceleration within the acceleration limit range, determine the maximum limiting torque included in the torque limit range during acceleration and the minimum limiting torque included in the torque limit range during deceleration.

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

7. The method according to claim 3, characterized in that, Determining the feedback demand torque based on the feedback control term includes: The proportional control torque is determined based on the target vehicle speed difference and the proportional control parameters; The current integral control torque is determined based on the target vehicle speed difference, the integral control parameters, and the previous integral control torque. The sum of the proportional control torque and the current integral control torque is determined as the feedback demand torque; The method further includes: 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 includes: The acquisition module is used to acquire the vehicle's driving mode and cruise operating parameters during the cruise process. The cruise operating parameters include: target cruise speed, actual vehicle speed, and road gradient. A determining module is configured to, when the driving mode is a first target mode, determine a feedback control item based on the driving mode, the target cruise speed, and the actual vehicle speed, and determine a target engine torque based on the target cruise speed, the feedback control item, and the road gradient. The first target mode includes at least one of the following: initial cruise mode, pre-hill mode, uphill mode, or flat road mode. The feedback control item includes: target speed difference and proportional-integral control parameters. The proportional-integral control parameters include: proportional control parameters and integral control parameters. The proportional-integral control parameters of the initial cruise mode are default values. The proportional-integral control parameters of the pre-hill 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 difference of the initial cruise mode, the pre-hill mode, and the uphill mode are all the speed difference between the target cruise speed and the actual vehicle speed. The target speed difference of the flat road mode is a preset speed adjustment step size. The zero-setting module is used to set the target engine torque to 0 when the driving mode is the second target mode, wherein the second target mode includes at least one of the following: downhill mode or braking mode; The control module is used to control the torque of the vehicle based on 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 computer execution instructions stored in the memory to implement the cruise 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 cruise 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 implements the cruise control method as described in any one of claims 1 to 7.

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