Vehicle cruise control method, device, equipment, storage medium and program product
By determining the target gear and flywheel torque in the adaptive cruise control system, the problem of vehicle jerking caused by frequent gear shifts is solved, resulting in smoother acceleration and improved stability, while also improving fuel economy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-05
- Publication Date
- 2026-03-27
AI Technical Summary
Existing adaptive cruise control systems cause frequent gear shifts when acceleration demand is too high, resulting in vehicle jerking.
By acquiring the vehicle's target speed and current speed, the target acceleration is determined. When the target torque at the wheel end exceeds the upper limit of the current gear range, the gear is shifted to the target gear. Based on the target gear, the target torque at the flywheel end is determined, and the engine operation is controlled to match the wheel end demand, thus avoiding frequent gear shifting.
It effectively avoids the jerking sensation caused by frequent gear shifts, improves acceleration smoothness and system stability, reduces unnecessary gear shifting operations, and improves fuel economy.
Smart Images
Figure CN121734384A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a vehicle cruise control method, device, equipment, storage medium, and program product. Background Technology
[0002] Adaptive cruise control, a key component of advanced driver assistance systems, has become an important technology for improving driving comfort and road safety. This function effectively reduces the driver's workload during long journeys or in congested traffic by automatically adjusting the vehicle's speed to adapt to traffic conditions ahead.
[0003] In related technologies, adaptive cruise control systems typically determine the vehicle's acceleration requirements based on the set cruise speed and the vehicle's current speed. Then, based on the acceleration requirements, they determine the corresponding flywheel torque of the engine at the current gear ratio to achieve vehicle speed tracking.
[0004] However, when the acceleration demand is too high, the torque at the engine flywheel will be too high, which will trigger the transmission to shift gears. After the shift, due to the change in the transmission ratio, the original flywheel torque can no longer meet the acceleration demand. The flywheel torque needs to be re-determined based on the shifted gear, but the new flywheel torque may still trigger the shift. This repeated process leads to frequent gear shifts and causes problems such as vehicle jerking. Summary of the Invention
[0005] This application provides a vehicle cruise control method, device, equipment, storage medium, and program product, which can solve the problem of vehicle jerking caused by frequent gear shifting during cruise control. The technical solution is as follows: On the one hand, a vehicle cruise control method is provided, the method comprising: When the vehicle has cruise control enabled, the target speed and current speed of the vehicle are obtained, and the target acceleration of the vehicle is determined based on the target speed and current speed. When the target acceleration indicates that the vehicle is accelerating, the target torque at the wheel end of the vehicle is determined based on the target acceleration. When the target torque at the wheel end exceeds the upper limit of the wheel end torque range corresponding to the current gear of the vehicle, the target gear is determined based on the target torque at the wheel end, and the vehicle is shifted based on the target gear. Based on the target gear, determine the flywheel end target torque corresponding to the wheel end target torque, and control the vehicle's engine to operate at the flywheel end target torque.
[0006] In one possible implementation, determining the target gear based on the target torque at the wheel end includes: Obtain the wheel-end torque range corresponding to each gear of the vehicle; The gear corresponding to the wheel end torque range to which the target wheel end torque belongs is determined as the target gear.
[0007] In another possible implementation, determining the flywheel-end target torque corresponding to the wheel-end target torque based on the target gear position includes: Obtain the transmission ratio of the vehicle's gearbox in the target gear and the mechanical efficiency of the transmission system; The flywheel end target torque corresponding to the wheel end target torque is determined based on the transmission ratio and mechanical efficiency.
[0008] In another possible implementation, the method further includes: When the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear of the vehicle, the target torque at the flywheel end corresponding to the target torque at the wheel end is determined based on the current gear of the vehicle, and the engine of the vehicle is controlled to operate at the target torque at the flywheel end.
[0009] In another possible implementation, the method further includes: When the target acceleration indicates that the vehicle should decelerate, the vehicle is controlled to brake based on the target acceleration.
[0010] In another possible implementation, controlling the vehicle braking based on the target acceleration includes: Determine the corresponding target braking force based on the target acceleration; Based on the target braking force, the vehicle's braking system is controlled to perform braking.
[0011] On the other hand, a vehicle cruise control device is provided, the device comprising: The acquisition module is configured to acquire the target speed and current speed of the vehicle when the vehicle's cruise control function is activated, and to determine the target acceleration of the vehicle based on the target speed and current speed. The determination module is configured to determine the target wheel-end torque of the vehicle based on the target acceleration when the target acceleration indicates that the vehicle is accelerating; when the target wheel-end torque exceeds the upper limit of the wheel-end torque range corresponding to the current gear of the vehicle, determine the target gear based on the target wheel-end torque, and shift the vehicle based on the target gear. The control module is configured to determine the flywheel end target torque corresponding to the wheel end target torque based on the target gear position, and control the vehicle's engine to operate at the flywheel end target torque.
[0012] In one possible implementation, the determining module is further configured to: Obtain the wheel-end torque range corresponding to each gear of the vehicle; The gear corresponding to the wheel end torque range to which the target wheel end torque belongs is determined as the target gear.
[0013] In another possible implementation, the control module is also used for: Obtain the transmission ratio of the vehicle's gearbox in the target gear and the mechanical efficiency of the transmission system; The flywheel end target torque corresponding to the wheel end target torque is determined based on the transmission ratio and mechanical efficiency.
[0014] In another possible implementation, the control module is also used for: When the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear of the vehicle, the target torque at the flywheel end corresponding to the target torque at the wheel end is determined based on the current gear of the vehicle, and the engine of the vehicle is controlled to operate at the target torque at the flywheel end.
[0015] In another possible implementation, the control module is also used for: When the target acceleration indicates that the vehicle should decelerate, the vehicle is controlled to brake based on the target acceleration.
[0016] In another possible implementation, the control module is also used for: Determine the corresponding target braking force based on the target acceleration; Based on the target braking force, the vehicle's braking system is controlled to perform braking.
[0017] On the other hand, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement the method described in any of the above.
[0018] On the other hand, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method described in any of the preceding claims.
[0019] On the other hand, a computer program product is provided, including computer program instructions that, when run on a computer, cause the computer to perform the method described in any of the preceding claims.
[0020] The beneficial effects of the technical solution provided in this application are as follows: First, it is determined whether the current gear of the vehicle can meet the acceleration demand of the vehicle. If the acceleration demand of the vehicle cannot be met, the gear is shifted first and then the flywheel torque required to meet the acceleration demand in the new gear is determined. At this time, the flywheel torque will not trigger the vehicle to shift gears again, thus avoiding the driving jerks caused by frequent gear shifts. Attached Figure Description
[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0022] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application; Figure 2 This is a flowchart of the vehicle cruise control method provided in the embodiments of this application; Figure 3 This is a schematic diagram of the vehicle cruise control device provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation
[0023] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0024] This application provides a vehicle cruise control method, applied to the vehicle. The vehicle typically includes a vehicle controller. The vehicle controller is used to execute the vehicle risk warning method provided in this application, such as... Figure 1 As shown, in some embodiments, the vehicle controller includes a processor 110, a memory 120, and a communication component 130, etc. The following describes each component separately: The processor 110 may be a central processing unit (CPU), which can be used to execute the above-mentioned vehicle cruise control method.
[0025] The memory 120 can be various volatile or non-volatile memory, such as solid-state disk (SSD), dynamic random access memory (DRAM), etc. The memory can be used to store pre-stored data, intermediate data, and result data during the vehicle control processing, such as target acceleration, wheel-end target torque, etc.
[0026] The communication component 130 may be a wired network connector, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular communication module, etc. The communication component can be used to transmit control commands to control other devices, such as transmitting a target torque at the flywheel end to control the vehicle's engine to operate at the target torque at the flywheel end.
[0027] This application provides a vehicle cruise control method, such as... Figure 2 As shown, in some embodiments, the method includes: S201. When the vehicle's cruise control function is activated, obtain the vehicle's target speed and current speed, and determine the vehicle's target acceleration based on the target speed and current speed.
[0028] In practice, the first step is to confirm that the vehicle has entered cruise control mode, typically achieved by the driver activating a specific function switch on the steering wheel or control lever. At this point, the target speed, preset by the driver or calculated by the vehicle system based on the dynamics of the vehicle ahead and a safe following distance, is acquired via the controller area network bus or sensors. Simultaneously, the vehicle's current actual speed is collected in real time through devices such as wheel speed sensors. After obtaining both the target and current speeds, the target acceleration is calculated to reduce the difference between the two speeds. The target acceleration is a signed quantity; a positive value indicates that the vehicle needs to accelerate, while a negative value indicates that it needs to decelerate. The target acceleration is usually calculated by dividing the difference between the target and current speeds by a preset response time constant. This response time constant reflects the time it takes for the vehicle's dynamics system to reach the target speed, and this time is typically preset by the vehicle manufacturer based on comfort, safety, or energy efficiency requirements.
[0029] S202. When the target acceleration indicates that the vehicle is accelerating, the target torque at the wheel end of the vehicle is determined based on the target acceleration. When the target torque at the wheel end exceeds the upper limit of the wheel end torque range corresponding to the current gear of the vehicle, the target gear is determined based on the target torque at the wheel end, and the vehicle is shifted based on the target gear.
[0030] In practice, when the target acceleration is positive, it indicates that the vehicle needs to accelerate. The target torque at the wheel end can be calculated as the target acceleration multiplied by the vehicle mass and then by the wheel radius, taking into account road gradient and driving resistance compensation to ensure the accuracy of the torque calculation. When the target torque at the wheel end exceeds the upper limit of the wheel end torque range corresponding to the current gear, it indicates that the current transmission ratio cannot efficiently output the required torque. Forcing operation in the current gear may lead to engine overload or shifting cycles. In this case, the target gear needs to be determined based on the target torque at the wheel end, obtaining the wheel end torque range corresponding to each gear of the vehicle. The wheel end torque range corresponding to each gear is calculated based on the engine's universal characteristics, the engine's efficient operating range at each gear, combined with the transmission ratio and mechanical efficiency of the transmission system. The gear corresponding to the wheel end torque range to which the target torque belongs is determined as the target gear, i.e., the pre-stored gear-torque mapping table is consulted to identify the gear corresponding to the wheel end torque range to which the target torque belongs as the target gear. Subsequently, the vehicle is shifted based on the target gear. The transmission control unit (Transmission Control)... The transmission control unit adjusts the hydraulic system or synchronizer according to the target gear to ensure that the transmission ratio matches the target torque at the wheels after gear shifting. By determining the torque requirement first and then selecting the appropriate gear, the driving jerks caused by repeated gear shifts triggered by excessive torque in traditional adaptive cruise control are fundamentally avoided, improving acceleration smoothness and system stability.
[0031] S203. Based on the target gear, determine the flywheel end target torque corresponding to the wheel end target torque, and control the vehicle's engine to operate at the flywheel end target torque.
[0032] In practice, the transmission ratio of the gearbox in the target gear and the mechanical efficiency of the transmission system are first obtained. Then, the target torque at the flywheel end is calculated according to the formula "target torque at the flywheel end = target torque at the wheel end / (transmission ratio × mechanical efficiency)", thus mapping the torque demand at the wheel end to the flywheel end. When controlling the engine operation, the Engine Management System (EMS) receives the target torque request at the flywheel end and converts it into specific execution parameters. Typically, based on a pre-calibrated torque model, the target torque at the flywheel end is converted into control commands such as intake charge, fuel injection quantity, and ignition advance angle, which are then used to achieve precise torque output through actuators such as the electronic throttle and fuel injectors. If the vehicle is equipped with a mechanical automatic transmission or a dual-clutch transmission, during gear shifting, the Transmission Control Unit (TCU) will also send a torque boost request to the EMS via the CAN bus to compensate for the decrease in wheel end torque caused by the change in gear ratio, thereby suppressing shift jerking.
[0033] In this embodiment, the target gear is first determined based on the vehicle's acceleration requirements, and then the target torque at the flywheel end is determined based on the target gear after the gear shift. This ensures that the engine output torque can accurately match the wheel end requirements through the transmission system after the gear shift, avoiding the oscillating shift cycle that may be caused by recalculating the target torque at the flywheel end, thereby significantly improving the smoothness of the vehicle and the stability of the system during cruising acceleration.
[0034] In some embodiments, the method further includes: When the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear of the vehicle, the target torque at the flywheel end corresponding to the target torque at the wheel end is determined based on the current gear of the vehicle, and the engine of the vehicle is controlled to operate at the target torque at the flywheel end.
[0035] In practice, when the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear, it indicates that the current transmission ratio can efficiently meet the acceleration requirements, and there is no need to shift gears. At this time, the target torque at the wheel end is converted into the target torque at the engine flywheel end using fixed transmission system parameters. The calculation formula is usually "target torque at the flywheel end = target torque at the wheel end / (transmission ratio of the gearbox in the current gear × mechanical efficiency of the transmission system)". During the engine control phase, the engine management system receives the target torque command at the flywheel end and, by precisely adjusting parameters such as the electronic throttle opening, fuel injection quantity, and ignition advance angle, makes the actual torque of the engine output shaft (flywheel end) quickly and smoothly track the target value.
[0036] In this embodiment, by avoiding unnecessary gear shifting, the power interruption and jerking caused by gear shifting are completely eliminated. At the same time, reducing unnecessary gear shifting allows the engine to operate in its efficient torque output range for more time, and avoids the extra fuel consumption caused by power transitions and engine rev-matching during gear shifts, thus contributing to improved fuel economy.
[0037] In some embodiments, the method further includes: When the target acceleration indicates that the vehicle should decelerate, the vehicle is controlled to brake based on the target acceleration.
[0038] In practice, the target braking force is first determined based on the target acceleration, usually through the vehicle's dynamics model. The target braking force can be calculated as a function of vehicle mass, target acceleration (considering the sign), and compensation factors such as road gradient and driving resistance. After determining the target braking force, the controller of the adaptive cruise control system sends a command to the braking actuator (such as the vehicle's anti-lock braking system ABS or electronic stability program ESP) to apply the target braking force.
[0039] In this embodiment, the calculated target acceleration (negative value) is converted into a specific target braking force. This process typically considers various factors such as vehicle mass, road gradient, rolling resistance, and air resistance, ensuring that the calculated braking force accurately reflects the actual needs of the vehicle to achieve the desired deceleration. After determining the target braking force, a command is sent to the braking actuator, avoiding deceleration fluctuations that may be caused by uneven braking force applied by the driver in traditional driving.
[0040] In some embodiments, after determining the target gear based on the target torque at the wheel end, the method further includes: The relative difference between the target torque at the wheel end and the lower limit of the wheel end torque range corresponding to the target gear is determined, i.e., (target torque at the wheel end - lower limit of the wheel end torque range) / (upper limit of the wheel end torque range - lower limit of the wheel end torque range) × 100%. When the relative difference is less than or equal to a preset relative difference (for example, the preset relative difference can be set to 5%), the target duration is then determined based on the relative difference (the relative difference is negatively correlated with the target duration), and a countdown begins based on the target duration. When the countdown ends, the vehicle is shifted based on the target gear. The relationship between the relative difference and the target duration is shown in Table 1. Table 1
[0041] Table 1 illustrates the relationship between relative difference and target duration; that is, the smaller the relative difference, the longer the target duration.
[0042] In this embodiment, the relative position of the target torque at the wheel end within the wheel end torque range corresponding to the target gear is quantified by the relative difference. When the relative difference is small, it indicates that although the target torque at the wheel end exceeds the current gear, it is close to the lower limit of the target gear. Therefore, the target duration is determined, and the change of the target torque at the wheel end is continuously monitored during the countdown. If the target torque at the wheel end falls back to the wheel end torque range corresponding to the current gear within the countdown, the gear shift can be canceled. This avoids frequent gear shifting caused by temporary torque fluctuations or rapid changes in cruising conditions (such as instantaneous demand caused by the acceleration / deceleration of the vehicle in front). Furthermore, the smaller the relative difference, the longer the target duration. Dynamically determining the target duration based on the magnitude of the relative difference can avoid excessive shifting delays or frequent shifting caused by a fixed target duration.
[0043] In some embodiments, before starting the countdown based on the target duration, the method further includes: Determine the slope of the road the vehicle is currently on. When the slope is greater than or equal to a preset slope (for example, the preset slope can be set to 3°), determine an adjustment coefficient based on the slope. The slope and the adjustment coefficient are negatively correlated. The product of the adjustment coefficient and the target duration is used as the adjusted target duration. The relationship between slope and adjustment coefficient is shown in Table 2. Table 2
[0044] Table 2 illustrates the relationship between slope and adjustment coefficient. The steeper the slope, the smaller the adjustment coefficient. The adjustment coefficient ranges from 0 to 1.
[0045] In this embodiment, when climbing a hill, the vehicle needs to continuously output a large wheel-end torque to overcome the gravitational component. If the target torque at the flywheel end slightly exceeds the current gear's capability and a delayed shift strategy (shifting after the countdown ends) is activated, then it is necessary to wait for the full target duration before shifting. This will cause the vehicle to slow down due to insufficient torque during the delay period, resulting in sluggish power response. Therefore, when the slope is steep, reducing the delay time (i.e., the target duration) allows for a faster shift decision, enabling timely downshifting to a lower gear to provide greater wheel-end torque and ensuring the vehicle has sufficient power and good speed maintenance capability when climbing hills.
[0046] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this disclosure, and will not be described in detail here.
[0047] Based on the same inventive concept, corresponding to the vehicle cruise control method provided in the embodiments of this application, this application also provides a vehicle cruise control device.
[0048] refer to Figure 3 The vehicle cruise control device includes: The acquisition module 301 is configured to acquire the target speed and current speed of the vehicle when the vehicle's cruise control function is activated, and to determine the target acceleration of the vehicle based on the target speed and the current speed. The determining module 302 is configured to determine the target torque at the wheel end of the vehicle based on the target acceleration when the target acceleration indicates that the vehicle is accelerating; when the target torque at the wheel end exceeds the upper limit of the range of wheel end torques corresponding to the current gear of the vehicle, determine the target gear based on the target torque at the wheel end, and shift the vehicle based on the target gear. The control module 303 is configured to determine the flywheel end target torque corresponding to the wheel end target torque based on the target gear position, and control the vehicle's engine to operate at the flywheel end target torque.
[0049] In one possible implementation, the determining module 302 is further configured to: Obtain the wheel-end torque range corresponding to each gear of the vehicle; The gear corresponding to the wheel end torque range to which the target wheel end torque belongs is determined as the target gear.
[0050] In another possible implementation, the control module 303 is further configured to: Obtain the transmission ratio of the vehicle's gearbox in the target gear and the mechanical efficiency of the transmission system; The flywheel end target torque corresponding to the wheel end target torque is determined based on the transmission ratio and mechanical efficiency.
[0051] In another possible implementation, the control module 303 is further configured to: When the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear of the vehicle, the target torque at the flywheel end corresponding to the target torque at the wheel end is determined based on the current gear of the vehicle, and the engine of the vehicle is controlled to operate at the target torque at the flywheel end.
[0052] In another possible implementation, the control module 303 is further configured to: When the target acceleration indicates that the vehicle should decelerate, the vehicle is controlled to brake based on the target acceleration.
[0053] In another possible implementation, the control module 303 is further configured to: Determine the corresponding target braking force based on the target acceleration; Based on the target braking force, the vehicle's braking system is controlled to perform braking.
[0054] It should be noted that the vehicle cruise control device provided in the above embodiments is only illustrated by the division of the above functional modules during vehicle cruise control. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle cruise control device and the vehicle cruise control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.
[0055] Based on the same inventive concept, corresponding to the vehicle cruise control method provided in the embodiments of this application, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the vehicle cruise control method described in the above embodiments.
[0056] Figure 4This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.
[0057] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.
[0058] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.
[0059] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.
[0060] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).
[0061] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.
[0062] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.
[0063] The electronic devices described above are used to implement the corresponding vehicle cruise control methods in the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0064] In an exemplary embodiment, a computer-readable storage medium is also provided, such as a memory including instructions that can be executed by a processor in a terminal to perform the vehicle cruise control method described above. This computer-readable storage medium may be non-transitory. For example, the computer-readable storage medium may be ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage devices, etc.
[0065] In an exemplary embodiment, a computer program product is also provided, including computer program instructions that, when executed on a computer, cause the computer to perform the vehicle cruise control method described above.
[0066] It should be noted that the information (including but not limited to user equipment information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals (including but not limited to signals transmitted between user terminals and other devices, etc.) involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.
[0067] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.
[0068] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.
[0069] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.
Claims
1. A vehicle cruise control method, characterized in that, include: When the vehicle has cruise control enabled, the target speed and current speed of the vehicle are obtained, and the target acceleration of the vehicle is determined based on the target speed and current speed. When the target acceleration indicates that the vehicle is accelerating, the target torque at the wheel end of the vehicle is determined based on the target acceleration. When the target torque at the wheel end exceeds the upper limit of the wheel end torque range corresponding to the current gear of the vehicle, the target gear is determined based on the target torque at the wheel end, and the vehicle is shifted based on the target gear. Based on the target gear, determine the flywheel end target torque corresponding to the wheel end target torque, and control the vehicle's engine to operate at the flywheel end target torque.
2. The vehicle cruise control method according to claim 1, characterized in that, Determining the target gear based on the target torque at the wheel end includes: Obtain the wheel-end torque range corresponding to each gear of the vehicle; The gear corresponding to the wheel end torque range to which the target wheel end torque belongs is determined as the target gear.
3. The vehicle cruise control method according to claim 1, characterized in that, The step of determining the flywheel end target torque corresponding to the wheel end target torque based on the target gear position includes: Obtain the transmission ratio of the vehicle's gearbox in the target gear and the mechanical efficiency of the transmission system; The flywheel end target torque corresponding to the wheel end target torque is determined based on the transmission ratio and mechanical efficiency.
4. The vehicle cruise control method according to claim 1, characterized in that, The method further includes: When the target torque at the wheel end is within the range of the wheel end torque corresponding to the current gear of the vehicle, the target torque at the flywheel end corresponding to the target torque at the wheel end is determined based on the current gear of the vehicle, and the engine of the vehicle is controlled to operate at the target torque at the flywheel end.
5. The vehicle cruise control method according to claim 1, characterized in that, The method further includes: When the target acceleration indicates that the vehicle should decelerate, the vehicle is controlled to brake based on the target acceleration.
6. The vehicle cruise control method according to claim 5, characterized in that, The method of controlling the vehicle braking based on the target acceleration includes: Determine the corresponding target braking force based on the target acceleration; Based on the target braking force, the vehicle's braking system is controlled to perform braking.
7. A vehicle cruise control device, characterized in that, include: The acquisition module is configured to acquire the target speed and current speed of the vehicle when the vehicle's cruise control function is activated, and to determine the target acceleration of the vehicle based on the target speed and current speed. The determination module is configured to determine the target wheel-end torque of the vehicle based on the target acceleration when the target acceleration indicates that the vehicle is accelerating; when the target wheel-end torque exceeds the upper limit of the wheel-end torque range corresponding to the current gear of the vehicle, determine the target gear based on the target wheel-end torque, and shift the vehicle based on the target gear. The control module is configured to determine the flywheel end target torque corresponding to the wheel end target torque based on the target gear position, and control the vehicle's engine to operate at the flywheel end target torque.
8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.
9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method described in any one of claims 1 to 6.
10. A computer program product comprising computer program instructions, characterized in that, When the computer program instructions are executed on a computer, the computer causes the computer to perform the method as described in any one of claims 1 to 6.