Vehicle cruise target speed control method, system and equipment and readable storage medium

Abstract

A vehicle cruising target vehicle speed control method, system and device and a readable storage medium relate to the technical field of automobiles, and specifically comprise the steps of controlling a target vehicle to go uphill or downhill based on a real-time gradient, a real-time vehicle speed and a real-time motor torque in the cruising process of the target vehicle; in the uphill process of the target vehicle, an uphill influence coefficient is determined based on the real-time gradient, and the target vehicle speed is controlled to increase or decrease progressively according to the uphill influence coefficient, the first acceleration reference step length and the first deceleration reference step length; and in the downhill process of the target vehicle, a downhill influence coefficient is determined based on the real-time gradient, and the target vehicle speed is controlled to increase or decrease progressively according to the downhill influence coefficient, the second acceleration reference step length and the second deceleration reference step length. The vehicle speed fluctuation during uphill and downhill can be avoided, and the riding comfort is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a vehicle cruise target speed control method, system, device and readable storage medium. BACKGROUND

[0002] With the continuous development of intelligent driving technology, cruise control systems (such as constant speed cruise and adaptive cruise) have been widely used in modern vehicles; however, the speed adjustment of the existing cruise control system relies on a fixed step size, resulting in large speed fluctuations when going uphill or downhill; and the road condition characteristics are not fully considered, resulting in poor ride comfort when passing through special road sections.

[0003] Therefore, how to control the speed of the vehicle during the cruise process to avoid large speed fluctuations when going uphill or downhill and improve ride comfort is a problem that needs to be solved at present. SUMMARY

[0004] The present application provides a vehicle cruise target speed control method, system, device and readable storage medium, which can avoid large speed fluctuations when going uphill or downhill and improve ride comfort.

[0005] In a first aspect, the present application provides a vehicle cruise target speed control method, which comprises: controlling the target vehicle to go uphill or downhill based on real-time slope, real-time speed and real-time motor torque during the target vehicle cruise process; during the target vehicle uphill process, determining an uphill influence coefficient based on the real-time slope, and controlling the target speed to increase or decrease according to the uphill influence coefficient, a first acceleration reference step size and a first deceleration reference step size; during the target vehicle downhill process, determining a downhill influence coefficient based on the real-time slope, and controlling the target speed to increase or decrease according to the downhill influence coefficient, a second acceleration reference step size and a second deceleration reference step size.

[0006] In combination with the first aspect, in an implementation mode, the controlling the target vehicle to go uphill or downhill based on real-time slope, real-time speed and real-time motor torque comprises: if it is detected that the real-time slope is greater than a preset slope threshold and the real-time speed is greater than a preset speed threshold, a downhill control mode is enabled; if it is detected that the real-time slope is greater than a preset slope threshold and the real-time motor torque is greater than a preset torque threshold, an uphill control mode is enabled; if it is detected that the real-time slope is not greater than a preset slope threshold or the real-time speed is not greater than a preset speed threshold or the real-time motor torque is not greater than a preset torque threshold, an initial cruise mode is maintained.

[0007] In combination with the first aspect, in an implementation, the uphill influence coefficient includes an uphill acceleration influence coefficient and an uphill deceleration influence coefficient, and the expression is:

[0008] In the expression, is the uphill acceleration influence coefficient; is the uphill deceleration influence coefficient; is a real-time slope; is a first preset slope; is a second preset slope; the first preset slope is less than the second preset slope; is a first preset proportion coefficient; is a second preset proportion coefficient; is a third preset proportion coefficient; the first preset proportion coefficient, the second preset proportion coefficient, and the third preset proportion coefficient are sorted in descending order as follows: the first preset proportion coefficient, the third preset proportion coefficient, and the second preset proportion coefficient; is a first constant.

[0009] In combination with the first aspect, in an implementation, the controlling the target vehicle speed to increase or decrease according to the uphill influence coefficient, the first acceleration reference step, and the first deceleration reference step includes: if a deceleration instruction is detected from the driver, controlling the target vehicle speed to decrease based on the uphill deceleration influence coefficient and the first deceleration reference step; if an acceleration instruction is detected from the driver, controlling the target vehicle speed to increase based on the uphill acceleration influence coefficient and the first acceleration reference step.

[0010] In combination with the first aspect, in an implementation, the downhill influence coefficient includes a downhill acceleration influence coefficient and a downhill deceleration influence coefficient, and the expression is:

[0011] In the expression, is the downhill acceleration influence coefficient; is the downhill deceleration influence coefficient; is a real-time slope; is a first preset slope; is a second preset slope; the first preset slope is less than the second preset slope; is a fourth preset proportion coefficient; is a second constant; is a third constant; the second constant is less than the third constant. In combination with the first aspect, in an implementation, the controlling the target vehicle speed to increase or decrease according to the downhill influence coefficient, the second acceleration reference step, and the second deceleration reference step includes: If it is detected that the driver issues a deceleration instruction, the target vehicle speed is controlled to decrease based on the downhill influence coefficient and the second deceleration reference step length; If it is detected that the driver issues an acceleration instruction, the target vehicle speed is controlled to increase based on the downhill influence coefficient and the second acceleration reference step length.

[0012] With reference to the first aspect, in an implementation form of the method, the method further comprises: During the uphill or downhill process of the target vehicle, if it is detected that there is a speed bump in front of the road, the target vehicle is controlled to pass the speed bump at a preset deceleration vehicle speed threshold; After the target vehicle passes the speed bump, the target vehicle is controlled to recover to a preset cruising target vehicle speed within a preset time length.

[0013] The second aspect, the embodiments of the present application provide a vehicle cruising target vehicle speed control system, the vehicle cruising target vehicle speed control system comprises: The first processing module is configured to control the target vehicle to go uphill or downhill based on real-time slope, real-time vehicle speed and real-time motor torque during the cruising process of the target vehicle; The second processing module is configured to determine an uphill influence coefficient based on the real-time slope during the uphill process of the target vehicle, and control the target vehicle speed to increase or decrease according to the uphill influence coefficient, the first acceleration reference step length and the first deceleration reference step length; The third processing module is configured to determine a downhill influence coefficient based on the real-time slope during the downhill process of the target vehicle, and control the target vehicle speed to increase or decrease according to the downhill influence coefficient, the second acceleration reference step length and the second deceleration reference step length.

[0014] The third aspect, the embodiments of the present application provide a vehicle cruising target vehicle speed control device, the vehicle cruising target vehicle speed control device comprises a processor, a memory, and a vehicle cruising target vehicle speed control program stored in the memory and executable by the processor, wherein when the vehicle cruising target vehicle speed control program is executed by the processor, the steps of the vehicle cruising target vehicle speed control method according to any one of the preceding aspects are implemented.

[0015] The fourth aspect, the embodiments of the present application provide a computer readable storage medium, the computer readable storage medium stores a vehicle cruising target vehicle speed control program, wherein when the vehicle cruising target vehicle speed control program is executed by a processor, the steps of the vehicle cruising target vehicle speed control method according to any one of the preceding aspects are implemented.

[0016] The technical scheme provided by the embodiments of the present application has the beneficial effects of: During the target vehicle cruising, the target vehicle is controlled to go uphill and downhill based on real-time slope, real-time vehicle speed and real-time motor torque, and the road condition is monitored in real time, so that the system adjusts the acceleration step or deceleration step in time according to the slope change, thereby realizing a more stable driving experience; during the target vehicle going uphill, an uphill influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the uphill influence coefficient, the first acceleration reference step and the first deceleration reference step; during the target vehicle going downhill, a downhill influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the downhill influence coefficient, the second acceleration reference step and the second deceleration reference step. This flexible target vehicle speed increasing and target vehicle speed decreasing strategy allows the vehicle to make adaptive adjustment under different road conditions, effectively avoids the vehicle speed fluctuation caused by traditional fixed step adjustment, and improves the stability and comfort of driving. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 A flowchart of an embodiment of a vehicle cruise target vehicle speed control method of the present application; Figure 2 A functional module diagram of an embodiment of a vehicle cruise target vehicle speed control system of the present application; Figure 3 A diagram of a cruise function control module in a vehicle cruise target vehicle speed control system of the present application; Figure 4 A diagram of a cruise function button in a vehicle cruise target vehicle speed control system of the present application; Figure 5 A hardware structure diagram of a vehicle cruise target vehicle speed control device involved in an embodiment of the present application; Among them, 1 is a cruise operation module, 2 is a cruise authorization module, 3 is a cruise function control module, 4 is a motor, 5 is an instrument, 6 is a whole vehicle information acquisition module. DETAILED DESCRIPTION

[0018] In order to enable personnel in the technical field to better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0019] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be described in further detail below with reference to the drawings.

[0020] In a first aspect, the embodiments of the present application provide a vehicle cruise target vehicle speed control method.

[0021] In an embodiment, referring to Figure 1 , Figure 1 is a flowchart of an embodiment of a vehicle cruise target speed control method of the present application. As shown in Figure 1 , the vehicle cruise target speed control method comprises: Step S10: during target vehicle cruising, controlling target vehicle uphill or downhill based on real-time slope, real-time vehicle speed and real-time motor torque.

[0022] Exemplarily, in the embodiment of the present application, the real-time slope refers to the inclination angle of the current road, the real-time vehicle speed refers to the current driving speed of the target vehicle, reflecting the running state of the target vehicle; the real-time motor torque refers to the rotational torque output by the motor; by comparing the size relationship between the real-time slope and the preset slope threshold value, the size relationship between the real-time vehicle speed and the preset vehicle speed threshold value, and the size relationship between the real-time motor torque and the preset torque threshold value, it is determined whether the target vehicle is driving on an uphill road or a downhill road, so as to control the target vehicle to enter the uphill mode or the downhill mode.

[0023] Step S20: during target vehicle uphill, determining an uphill influence coefficient based on real-time slope, and controlling target speed increment or decrement according to the uphill influence coefficient, the first acceleration reference step length and the first deceleration reference step length.

[0024] Exemplarily, in the embodiment of the present application, during the target vehicle uphill, the real-time slope is the core input variable, which is used to dynamically calculate the uphill influence coefficient, which includes the uphill acceleration influence coefficient and the uphill deceleration influence coefficient, both of which are the core parameters for mapping the continuously changing slope value into the control step length adjustment amount, and the value design follows the vehicle uphill dynamics principle, aiming to achieve the balance between safety and efficiency; Specifically, the first acceleration reference step length and the first deceleration reference step length are the system preset standardized step lengths, respectively representing the vehicle speed change amount in response to an acceleration or deceleration instruction once under the current uphill working condition, and the specific values of the two can be determined according to actual needs, which are not limited here, for example, the first acceleration reference step length can be preferably 2 km / h, and the first deceleration reference step length can be preferably 4 km / h; after the uphill influence coefficient is calculated, the final acceleration step length can be determined according to the uphill acceleration influence coefficient and the first acceleration reference step length, so as to control the target speed to increment based on the final acceleration step length during the uphill process; and the final deceleration step length can be determined according to the uphill deceleration influence coefficient and the first deceleration reference step length; so as to control the target speed to decrement according to the final deceleration step length during the uphill process.

[0025] Step S30: During the downhill process of the target vehicle, a downhill influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the downhill influence coefficient, the second acceleration reference step length and the second deceleration reference step length.

[0026] Exemplarily, in the embodiment of the present application, during the downhill process of the target vehicle, the real-time slope is a core input variable for dynamically calculating a downhill influence coefficient, which includes a downhill acceleration influence coefficient and a downhill deceleration influence coefficient, both of which are core parameters for mapping the continuously changing slope value into the control step length adjustment amount, and the values thereof are designed in accordance with the vehicle downhill dynamics principle, aiming to achieve the balance between safety and efficiency.

[0027] Specifically, the second acceleration reference step length and the second deceleration reference step length are standardized step lengths preset by the system, and respectively represent the vehicle speed change amount in response to an acceleration or deceleration instruction once under the current downhill working condition. The specific values of the two can be determined according to actual needs, as long as the first acceleration reference step length is greater than the second acceleration reference step length, and the first deceleration reference step length is less than the second deceleration reference step length, which are not limited herein. For example, the second acceleration reference step length can be preferably 0.5 km / h < 2 km / h, and the second deceleration reference step length can be preferably 15 km / h > 4 km / h. After the downhill influence coefficient is calculated, the final acceleration step length can be determined according to the downhill acceleration influence coefficient and the second acceleration reference step length, so as to control the target vehicle speed to increase based on the final acceleration step length during the downhill process. The final deceleration step length can be determined according to the downhill deceleration influence coefficient and the second deceleration reference step length, so as to control the target vehicle speed to decrease according to the final deceleration step length during the downhill process.

[0028] It should be noted that, whether during the uphill or downhill process of the target vehicle, the upper limit of the target vehicle speed increase can be preferably the minimum value of the road legal speed limit, the vehicle cruise system preset maximum vehicle speed and the vehicle maximum design vehicle speed. The road legal speed limit can be identified through a navigation map or a traffic sign, the vehicle cruise system preset maximum vehicle speed can be set by the driver (such as 120 km / h), and the vehicle maximum design vehicle speed is a hard physical upper limit. Assuming that the upper limit of the target vehicle speed increase is 120 km / h, and the initial target vehicle speed is 100 km / h, even if the target vehicle speed increase is continuously triggered, the final target vehicle speed can only reach 120 km / h.

[0029] It should be understood that the lower limit of the target vehicle speed reduction can preferably take the maximum value of the cruise system minimum working speed, the safety dynamic lower limit speed, and the driver habit lower limit speed, wherein the cruise system minimum working speed is a hard technical lower limit (for example, 40 km / h), below which the cruise system can be automatically released; the safety dynamic lower limit speed can be determined according to the current traffic flow speed to avoid too large speed difference with the rear vehicle, for example, it can be preferably not less than 80% of the average speed of the current lane; and the driver habit lower limit speed is the lowest stable speed selected by the driver manually in similar road conditions recorded by the system in extreme cases.

[0030] In the target vehicle cruising process, the target vehicle is controlled to ascend and descend based on real-time slope, real-time vehicle speed and real-time motor torque, the road condition is monitored in real time, so that the system adjusts the acceleration step or deceleration step in time according to the slope change, thereby realizing more stable driving experience; in the target vehicle ascending process, an ascending influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the ascending influence coefficient, the first acceleration reference step and the first deceleration reference step; in the target vehicle descending process, a descending influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the descending influence coefficient, the second acceleration reference step and the second deceleration reference step. This flexible target vehicle speed increasing and target vehicle speed decreasing strategy allows the vehicle to make adaptive adjustment under different road conditions, effectively avoids the speed fluctuation caused by traditional fixed step adjustment, and improves the stability and comfort of driving.

[0031] Further, in an embodiment, the control of the target vehicle to ascend or descend based on the real-time slope, the real-time vehicle speed and the real-time motor torque comprises: if it is detected that the real-time slope is greater than the preset slope threshold and the real-time vehicle speed is greater than the preset vehicle speed threshold, the descending control mode is enabled; if it is detected that the real-time slope is greater than the preset slope threshold and the real-time motor torque is greater than the preset torque threshold, the ascending control mode is enabled; if it is detected that the real-time slope is not greater than the preset slope threshold, or the real-time vehicle speed is not greater than the preset vehicle speed threshold, or the real-time motor torque is not greater than the preset torque threshold, the initial cruise mode is maintained.

[0032] For example, in the embodiments of the present application, the specific values of the preset slope threshold, the preset vehicle speed threshold and the preset torque threshold can be determined according to actual requirements, and are not limited herein. For example, the preset slope threshold can be preferably 5%, the preset vehicle speed threshold can be preferably 80 km / h, and the preset torque threshold can be preferably 90% of the rated capacity. Specifically, if the real-time slope is greater than the preset slope threshold and the real-time vehicle speed is greater than the preset vehicle speed threshold, it indicates that the vehicle is facing a steep downhill section and the current vehicle speed exceeds the safety range, and the downhill control mode needs to be enabled. If the real-time slope is greater than the preset slope threshold and the real-time motor torque is greater than the preset torque threshold, it indicates that the vehicle is on a steep slope and the motor torque exceeds the controllable range, indicating that additional power is needed to maintain speed or overcome the slope, and therefore the uphill control mode needs to be enabled. If the real-time slope is not greater than the preset slope threshold, or the real-time vehicle speed is not greater than the preset vehicle speed threshold, or the real-time motor torque is not greater than the preset torque threshold, it indicates that the current slope is relatively gentle, and the vehicle speed or the motor torque is within the safety range, and therefore the initial cruise control mode can be maintained.

[0033] Further, in an embodiment, the uphill influence coefficient includes an uphill acceleration influence coefficient and an uphill deceleration influence coefficient, and the expression is:

[0034] In the formula, βa is the uphill acceleration influence coefficient; βd is the uphill deceleration influence coefficient; β is the real-time slope; β1 is a first preset slope; β2 is a second preset slope; β1 is less than β2; α1 is a first preset proportion coefficient; α2 is a second preset proportion coefficient; α3 is a third preset proportion coefficient; the first preset proportion coefficient, the second preset proportion coefficient and the third preset proportion coefficient are sorted in descending order as follows: the first preset proportion coefficient, the third preset proportion coefficient, and the second preset proportion coefficient; and a is a first constant.

[0035] For example, in the embodiments of the present application, the first preset slope is the boundary between gentle slope and medium slope, and the second preset slope is the boundary between medium slope and steep slope. The specific values of the two can be determined according to actual requirements, as long as the first preset slope is less than the second preset slope, and are not limited herein. For example, the first preset slope can be preferably 5%, and the second preset slope can be preferably 10%. During uphill, when the real-time slope is not greater than the first preset slope, it indicates that the target vehicle is in the gentle uphill area; and when the real-time slope is greater than the first preset slope and not greater than the second preset slope, it indicates that the target vehicle is in the medium uphill area. ​​​​​​​​​​​​When the real-time gradient is [value], it indicates that the target vehicle is in a medium uphill area; when the real-time gradient is [value], it indicates that the target vehicle is in a medium uphill area. Greater than When the target vehicle is in a steep uphill section, the specific values ​​of the first, second, and third preset proportional coefficients can be determined according to actual needs, as long as they are ordered from largest to smallest as follows: first preset proportional coefficient, third preset proportional coefficient, second preset proportional coefficient. No specific limit is imposed here; for example, the first preset proportional coefficient can be preferably set to 0.08, the second preset proportional coefficient to 0.04, and the third preset proportional coefficient to 0.05. The maximum is because a moderate gradient is the range where the motor is most prone to overload, requiring a rapid limitation of the acceleration step size. Greater than This is because vehicles need to quickly escape high-load conditions on steep slopes, and the rate of deceleration is greater than in areas with moderate slopes. The specific value of C1 can be determined according to actual needs and is not limited here. For example, C1 can preferably be a small positive value (such as 0.1-0.3) to ensure that even on the steepest slopes, extremely small acceleration is still allowed to avoid complete loss of power control.

[0036] Specifically, when the real-time slope Not greater than When the road is flat and slightly uphill, the system treats it as normal road conditions. No special adjustments are needed; maintain the standard operating experience. When the real-time slope ∈ At this point (in the moderate uphill section), asymmetric adjustments begin (limiting acceleration and enhancing deceleration during uphill sections), i.e. At this point, the uphill acceleration effect coefficient decreases linearly with increasing slope. At this point, the uphill deceleration effect coefficient increases linearly with the slope; when the real-time slope... Greater than In steep uphill areas, stricter protective controls are implemented, namely... At this point, the acceleration capability is limited to a fixed low value. At this point, the deceleration capability continues to increase.

[0037] Further, in one embodiment, controlling the target vehicle speed to increase or decrease based on the uphill influence coefficient, the first acceleration reference step size, and the first deceleration reference step size includes: If a deceleration command is detected from the driver, the target vehicle speed is controlled to decrease gradually based on the uphill deceleration influence coefficient and the first deceleration reference step size. If the driver issues an acceleration command, the target vehicle speed is controlled to increase gradually based on the uphill acceleration influence coefficient and the first acceleration reference step size.

[0038] In an exemplary embodiment of this application, during the uphill process of the target vehicle, if a deceleration command is detected (e.g., pressing the V- key), the cruise control module immediately reads the real-time slope data obtained by the slope sensor and calculates the uphill deceleration influence coefficient accordingly. Then, the uphill deceleration influence coefficient is multiplied by the first deceleration reference step size to obtain the actual deceleration step size, so as to control the target vehicle speed to decrease according to the actual deceleration step size. If an acceleration command is detected (e.g., pressing the V+ key), the system synchronously calculates the uphill acceleration influence coefficient and then multiplies the uphill acceleration influence coefficient by the first acceleration reference step size to obtain the actual acceleration step size, so as to control the target vehicle speed to increase according to the actual acceleration step size.

[0039] Furthermore, in one embodiment, the downhill influence coefficient includes a downhill acceleration influence coefficient and a downhill deceleration influence coefficient, expressed as:

[0040] In the formula, The downhill acceleration effect coefficient; This is the downhill deceleration effect coefficient; Real-time slope; The first preset slope; The second preset slope is defined as follows: the first preset slope is less than the second preset slope. This is the fourth preset proportional coefficient; It is the second constant; Let be the third constant, where the second constant is less than the third constant. As an example, in this embodiment, the specific value of the fourth preset proportional coefficient can be determined according to actual needs and is not limited here. For example, the fourth preset proportional coefficient can preferably be 0.18; the specific values ​​of the second and third constants can be determined according to actual needs, as long as the second constant is less than the third constant (reflecting the core idea of ​​downhill control—safety first, it is better to decelerate excessively than to accelerate out of control), and are not limited here. For example, the second constant can preferably be 0.6 and the third constant can preferably be 1.2; during the downhill process, when the real-time slope... Not greater than When the real-time gradient is 1, it indicates that the target vehicle is in a gentle downhill area; when the real-time gradient is 1, it indicates that the target vehicle is in a gentle downhill area. ∈ When the real-time gradient is 1, it indicates that the target vehicle is in a medium downhill area; when the real-time gradient is 1, it indicates that the target vehicle is in a medium downhill area. Greater than This indicates that the target vehicle is currently in a steep downhill area.

[0041] Specifically, when the real-time slope Not greater than When the road is flat and descending, the system treats it as normal road conditions. No special adjustments are needed; maintain the normal operating experience. when real-time slope ∈ is medium downhill area, acceleration ability is directly limited to a fixed low value, and deceleration ability is enhanced, i.e. when real-time slope is medium uphill area, deceleration ability is directly limited to a fixed low value, and acceleration ability is enhanced, i.e. when real-time slope is steep downhill area, more stringent protective control is performed, i.e. when real-time slope is steep uphill area, deceleration ability reaches a maximum fixed value, i.e.

[0042] Further, in an embodiment, the controlling the target vehicle speed to increase or decrease according to the downhill influence coefficient, the second acceleration reference step and the second deceleration reference step comprises: if a deceleration instruction is detected, controlling the target vehicle speed to decrease based on the downhill influence coefficient and the second deceleration reference step; if an acceleration instruction is detected, controlling the target vehicle speed to increase based on the downhill influence coefficient and the second acceleration reference step.

[0043] Exemplarily, in the embodiment of the present application, during downhill of the target vehicle, if a deceleration instruction (e.g. pressing V- key) is detected, the cruise control module immediately reads real-time slope data acquired by the slope sensor and calculates a downhill deceleration influence coefficient based on the real-time slope data, then multiplies the downhill deceleration influence coefficient by the second deceleration reference step to obtain an actual deceleration step, and controls the target vehicle speed to decrease according to the actual deceleration step; if an acceleration instruction (e.g. pressing V+ key) is detected, the system synchronously calculates a downhill acceleration influence coefficient, then multiplies the downhill acceleration influence coefficient by the second acceleration reference step to obtain an actual acceleration step, and controls the target vehicle speed to increase according to the actual acceleration step.

[0044] Further, in an embodiment, the method further comprises: during uphill or downhill of the target vehicle, if a speed-limit zone is detected in front of the target vehicle, controlling the target vehicle to pass through the speed-limit zone at a preset deceleration speed threshold; after the target vehicle passes through the speed-limit zone, controlling the target vehicle to recover to a preset cruise target speed within a preset time length.

[0045] ​For example, in the embodiments of the present application, the specific values of the preset deceleration vehicle speed threshold and the preset time length can be determined according to actual needs, for example, the preset deceleration vehicle speed threshold can be preferably 30 km / h, and the preset time length can be preferably 2 s; during the uphill or downhill process of the target vehicle, the front road condition can be monitored in real time through the front millimeter wave radar and camera fusion perception technology, when it is detected that the front road has a speed bump, the speed bump preprocessing control logic is started at a preset distance (for example, 20 m) from the speed bump, and the target vehicle speed is controlled to be adjusted to the preset deceleration vehicle speed threshold (usually set as a safe passing speed of 30 km / h) in a smooth and gradual manner; at the same time, the system continuously monitors the vehicle passing state, and after the target vehicle has completely passed the speed bump area, the recovery control program is started, and the preset cruising target vehicle speed is gradually recovered in a speed curve conforming to the vehicle dynamics characteristics within the preset time length. The recovery process adopts a gradual strategy instead of a sudden recovery, which not only avoids the overload risk caused by sudden increase of power of the motor, but also ensures the driving comfort.

[0046] It should be noted that during the entire speed bump processing process, the system always monitors the driver's operation instructions in real time, and once the driver's active intervention is detected, the automatic control logic is terminated immediately and the driver's instructions are executed preferentially, and at the same time, the "road condition control is released" prompt information is displayed through the instrument panel, to ensure the transparent handover of control right.

[0047] In a second aspect, the embodiments of the present application also provide a vehicle cruising target vehicle speed control system.

[0048] In an embodiment, with reference to Figure 2 , Figure 2 is a schematic diagram of the function modules of the vehicle cruising target vehicle speed control system of the present application. As shown in Figure 2 , the vehicle cruising target vehicle speed control system comprises: a first processing module, configured to control the target vehicle to go uphill or downhill based on real-time slope, real-time vehicle speed and real-time motor torque during the cruising process of the target vehicle; a second processing module, configured to determine an uphill influence coefficient based on the real-time slope during the uphill process of the target vehicle, and control the target vehicle speed to increase or decrease according to the uphill influence coefficient, a first acceleration reference step and a first deceleration reference step; a third processing module, configured to determine a downhill influence coefficient based on the real-time slope during the downhill process of the target vehicle, and control the target vehicle speed to increase or decrease according to the downhill influence coefficient, a second acceleration reference step and a second deceleration reference step.

[0049] Further, in an embodiment, the first processing module is specifically configured to: if it is detected that the real-time slope is greater than a preset slope threshold and the real-time vehicle speed is greater than a preset vehicle speed threshold, the downhill control mode is enabled; if the real-time slope is greater than the preset slope threshold and the real-time motor torque is greater than the preset torque threshold, an uphill control mode is enabled; if the real-time slope is not greater than the preset slope threshold or the real-time vehicle speed is not greater than the preset vehicle speed threshold or the real-time motor torque is not greater than the preset torque threshold, the initial cruise control mode is maintained.

[0050] Further, in an embodiment, the second processing module is specifically configured to:

[0051] wherein, is an uphill acceleration influence coefficient; is an uphill deceleration influence coefficient; is a real-time slope; is a first preset slope; is a second preset slope; wherein the first preset slope is less than the second preset slope; is a first preset proportion coefficient; is a second preset proportion coefficient; is a third preset proportion coefficient; the first preset proportion coefficient, the second preset proportion coefficient and the third preset proportion coefficient are sorted in descending order as follows: the first preset proportion coefficient, the third preset proportion coefficient and the second preset proportion coefficient; is a first constant.

[0052] Further, in an embodiment, the second processing module is specifically further configured to: if a deceleration instruction is detected from the driver, the target vehicle speed is controlled to decrease based on the uphill deceleration influence coefficient and a first deceleration reference step length; if an acceleration instruction is detected from the driver, the target vehicle speed is controlled to increase based on the uphill acceleration influence coefficient and a first acceleration reference step length.

[0053] Further, in an embodiment, the third processing module is specifically configured to:

[0054] wherein, is a downhill acceleration influence coefficient; is a downhill deceleration influence coefficient; is a real-time slope; is a first preset slope; is a second preset slope; wherein the first preset slope is less than the second preset slope; is a fourth preset proportion coefficient; is a second constant; is a third constant, wherein the second constant is less than the third constant. Further, in an embodiment, the third processing module is specifically further configured to: If it is detected that the driver issues a deceleration instruction, the target vehicle speed is controlled to decrease based on the downhill influence coefficient and a second deceleration reference step length; If it is detected that the driver issues an acceleration instruction, the target vehicle speed is controlled to increase based on the downhill influence coefficient and a second acceleration reference step length.

[0055] Further, in an embodiment, the third processing module is specifically further configured to: During uphill or downhill of the target vehicle, if it is detected that there is a speed bump in front of the road, the target vehicle is controlled to pass the speed bump at a preset deceleration speed threshold; After the target vehicle passes the speed bump, the target vehicle is controlled to recover to a preset cruise target speed within a preset time length.

[0056] It should be noted that, as shown in Figure 3 The vehicle cruise target speed control system of the present application further comprises a cruise operation module 1, a cruise authorization module 2, a cruise function control module 3, a motor 4, an instrument 5, and a whole vehicle information acquisition module 6; the cruise operation module 1 is used to obtain cruise button information requested by the driver and transmit it to the cruise function control module 3; the cruise authorization module 2 is used to judge the cruise activation authorization state and transmit the authorization information to the cruise function control module 3 in real time; the cruise function control module 3 is a core processing unit, which calculates and outputs the cruise target speed based on the received driver operation instruction and whole vehicle information; the motor 4 is used to execute the target speed instruction output by the cruise function control module 3; the instrument 5 is used to display the current speed and cruise system working state information in real time; and the whole vehicle information acquisition module 6 is used to collect whole vehicle running information including road slope and road condition characteristics and send it to the cruise function control module 3.

[0057] It should be noted that the schematic diagram of the cruise function button as described in the present application is shown in Figure 4 There are a total of 4 buttons, and the buttons are defined as follows: the first button (cruise function on / off button): press to turn on, press again to pop back to turn off; press the button to 1, and the button to pop back to 0; the second button (cruise function activation / stop button): self-rebound button, press the button to 1, and release the button to 0; the third button (cruise target speed increase button): self-rebound button, press the button to 1, and release the button to 0; the fourth button (cruise target speed decrease button): self-rebound button, press the button to 1, and release the button to 0.

[0058] It should be understood that the cruise target speed calculation method and process are specifically as follows: (1) After the vehicle is powered on, the cruise function is turned on, and the cruise function control module 3 defaults to the last stored target vehicle speed as the initial target vehicle speed; after the cruise function is activated, the cruise function control module 3 directly calls the vehicle speed as the target vehicle speed, and then adjusts the target vehicle speed by judging the V+ and V- button information sent by the cruise operation module 1, and stores the target vehicle speed information in real time; it is convenient for the driver to directly call the stored target vehicle speed information as the initial target vehicle speed when the cruise function control module 3 is activated next time; the motor 4 displays the "target cruise speed has been set to XX km / h" information in real time.

[0059] (2) Considering that the driver needs to adjust the target vehicle speed when the vehicle speed has not reached the authorized vehicle speed range of the whole vehicle, the cruise function control module 3 allows the initial target vehicle speed to be adjusted by judging the V+ and V- button information sent by the cruise operation module 1 when the cruise function is turned on but fails to activate.

[0060] (3) Considering that the driver needs to directly adjust the target vehicle speed to the current vehicle speed during driving, the cruise function control module 3 allows the target vehicle speed to be adjusted by judging the second button information sent by the cruise operation module 1; a time length t0 is set, when the cruise function is activated and stopped, the cruise function control module 3 detects that the second button is from 0 to 1 and lasts for 1 not more than t0 and then returns to 0, then the cruise function is activated and directly calls the previously stored vehicle speed as the target vehicle speed; the cruise function control module 3 detects that the second button is from 0 to 1 and lasts for 1 more than t0 and then returns to 0, then the cruise function is activated and directly sets the current vehicle speed as the target vehicle speed.

[0061] (4) Considering the need for the driver to quickly adjust the target vehicle speed, a time length t1 is set, when the cruise function control module 3 receives the third button from 0 to 1 and lasts for 1 not more than t1 and then returns to 0, the target vehicle speed is adjusted by a preset step increase; when the cruise function control module 3 receives the third button from 0 to 1 and lasts for 1 more than t1 and then returns to 0, the target vehicle speed is directly adjusted to the closest driver-pre-set vehicle speed. When the cruise function control module 3 receives the fourth button from 0 to 1 and lasts for 1 more than t1 and then returns to 0, the target vehicle speed is adjusted by a preset step decrease; when the cruise function control module 3 receives the fourth button from 0 to 1 and lasts for 1 more than t1 and then returns to 0, the target vehicle speed is directly adjusted to the closest driver-pre-set vehicle speed, and the adjustment rule is as follows: Table 1 Target vehicle speed adjustment rule

[0062] Referring to Table 1, when the current vehicle speed is in the interval of 90 km / h to 110 km / h, if the pressing duration of the driver to the cruise target speed reduction button (V-key) reaches or exceeds the preset threshold time t1, the cruise function control module 3 will not adopt the conventional stepwise speed reduction step adjustment mechanism, but directly adjust the target speed to the precise value matching the 90 km / h target speed point (i.e., target speed 2) preset by the driver.

[0063] (5) Considering the demand of the driver to preset the vehicle speed, the driver can be allowed to set three cruise target speeds, in the case of the whole vehicle being powered on and the cruise function being closed, a time t2 is set, and after the cruise function control module 3 receives the information of the second button from the cruise operation module 1 from 0 to 1 and continuously 1 exceeds t2 and then returns to 0; considering the case of button sticking or jamming leading to the driver's unexpected speed, affecting the safety of use, a time t3 is set, when the cruise function is activated and authorized and the cruise function is stopped, the cruise function control module 3 detects that the second button, the third button and the fourth button from 0 to 1 and continuously 1 exceeds t2, then the cruise function will not be activated.

[0064] In the target vehicle cruise process, the target vehicle is controlled to ascend and descend based on real-time slope, real-time speed and real-time motor torque, the road condition is monitored in real time, so that the system adjusts the acceleration step or the deceleration step in time according to the slope change, so as to realize more stable driving experience; in the process of ascending the target vehicle, the ascending influence coefficient is determined based on the real-time slope, and the target speed is controlled to increase or decrease according to the ascending influence coefficient, the first acceleration reference step and the first deceleration reference step; in the process of descending the target vehicle, the descending influence coefficient is determined based on the real-time slope, and the target speed is controlled to increase or decrease according to the descending influence coefficient, the second acceleration reference step and the second deceleration reference step. This flexible target speed increasing and target speed decreasing strategy allows the vehicle to make adaptive adjustment under different road conditions, effectively avoids the speed fluctuation caused by the traditional fixed step adjustment, and improves the stability and comfort of driving.

[0065] Corresponding to each step in the vehicle cruise target speed control method embodiment, the function implementation of each module in the vehicle cruise target speed control system is not repeated here.

[0066] In a third aspect, the embodiments of the present application provide a vehicle cruise target speed control device. The vehicle cruise target speed control device can be a personal computer (PC), a notebook computer, a server, or other devices with data processing functions.

[0067] Referring to Figure 5 , Figure 5This is a schematic diagram of the hardware structure of the vehicle cruise target speed control device involved in the embodiments of this application. In the embodiments of this application, the vehicle cruise target speed control device may include a processor, a memory, a communication interface, and a communication bus.

[0068] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0069] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting internal components of the vehicle cruise target speed control device, as well as interfaces used for interconnecting the vehicle cruise target speed control device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0070] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0071] The processor can be a general-purpose processor, which can call the vehicle cruise target speed control program stored in the memory and execute the vehicle cruise target speed control method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the vehicle cruise target speed control program is called can be referred to in the various embodiments of the vehicle cruise target speed control method of this application, and will not be repeated here.

[0072] Those skilled in the art will understand that Figure 5 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0073] Fourthly, embodiments of this application also provide a readable storage medium.

[0074] The vehicle cruise target speed control program is stored on a readable storage medium of the application, and when executed by a processor, the vehicle cruise target speed control program implements the steps of the vehicle cruise target speed control method as described above.

[0075] The method implemented when the vehicle cruise target speed control program is executed can refer to each embodiment of the vehicle cruise target speed control method of the application, which will not be described here.

[0076] The terms "comprising" and "having" and any variations thereof in the specification and claims of the application and the above drawings are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device. The terms "first", "second" and "third" and the like descriptions are used to distinguish different objects, and do not represent the order or limit the types of "first", "second" and "third".

[0077] In the description of the embodiments of the application, "exemplary", "for example" or "for instance" is used to mean as an example, illustration or description. Any embodiment or design scheme described as "exemplary", "for example" or "for instance" in the embodiments of the application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. In fact, the words "exemplary", "for example" or "for instance" are intended to present the relevant concept in a specific manner.

[0078] In the description of the embodiments of the application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the text only describes the relationship between the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone, in addition, in the description of the embodiments of the application, "multiple" means two or more than two.

[0079] In some of the processes described in the embodiments of the application, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed or performed in parallel or in an order different from that in which they appear in the embodiments of the application, and the serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed in sequence or in parallel, and these operations or steps can be combined.

[0080] It should be noted that the above application embodiment serial number is only for description, not representing the pros and cons of the embodiment.

[0081] Through the above description of the embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, it can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a plurality of instructions for making a terminal device execute the method described in each embodiment of the present application.

[0082] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling the target speed of a vehicle during cruise, characterized in that, The vehicle cruise target speed control method includes: During the target vehicle's cruise, the target vehicle is controlled to go uphill or downhill based on real-time gradient, real-time vehicle speed, and real-time motor torque. During the uphill process of the target vehicle, the uphill influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the uphill influence coefficient, the first acceleration reference step size and the first deceleration reference step size. During the downhill process of the target vehicle, the downhill influence coefficient is determined based on the real-time slope, and the target vehicle speed is controlled to increase or decrease according to the downhill influence coefficient, the second acceleration reference step, and the second deceleration reference step.

2. The vehicle cruise target speed control method as described in claim 1, characterized in that, The method of controlling the target vehicle to go uphill or downhill based on real-time slope, real-time vehicle speed, and real-time motor torque includes: If the real-time gradient is detected to be greater than the preset gradient threshold and the real-time vehicle speed is greater than the preset vehicle speed threshold, then the downhill control mode is activated. If the real-time slope is detected to be greater than the preset slope threshold and the real-time motor torque is greater than the preset torque threshold, then the uphill control mode is activated. If the detected real-time gradient is not greater than the preset gradient threshold, the real-time vehicle speed is not greater than the preset vehicle speed threshold, or the real-time motor torque is not greater than the preset torque threshold, then the initial cruise mode is maintained.

3. The vehicle cruise target speed control method as described in claim 1, characterized in that, The uphill influence coefficient includes the uphill acceleration influence coefficient and the uphill deceleration influence coefficient, and its expression is: In the formula, The uphill acceleration influence coefficient; This is the uphill deceleration effect coefficient; Real-time slope; The first preset slope; The second preset slope is defined as follows: the first preset slope is less than the second preset slope. This is the first preset proportional coefficient; This is the second preset proportional coefficient; The third preset scaling factor; the first preset scaling factor, the second preset scaling factor, and the third preset scaling factor are ordered from largest to smallest as follows: first preset scaling factor, third preset scaling factor, second preset scaling factor; It is the first constant.

4. The vehicle cruise target speed control method as described in claim 3, characterized in that, The control of the target vehicle speed increasing or decreasing based on the uphill influence coefficient, the first acceleration reference step size, and the first deceleration reference step size includes: If a deceleration command is detected from the driver, the target vehicle speed is controlled to decrease gradually based on the uphill deceleration influence coefficient and the first deceleration reference step size. If the driver issues an acceleration command, the target vehicle speed is controlled to increase gradually based on the uphill acceleration influence coefficient and the first acceleration reference step size.

5. The vehicle cruise target speed control method as described in claim 1, characterized in that, The downhill influence coefficient includes the downhill acceleration influence coefficient and the downhill deceleration influence coefficient, and its expression is: In the formula, The downhill acceleration effect coefficient; This is the downhill deceleration effect coefficient; Real-time slope; The first preset slope; The second preset slope is defined as follows: the first preset slope is less than the second preset slope. This is the fourth preset proportional coefficient; It is the second constant; Let be the third constant, where the second constant is less than the third constant.

6. The vehicle cruise target speed control method as described in claim 5, characterized in that, The control of the target vehicle speed increasing or decreasing based on the downhill influence coefficient, the second acceleration reference step size, and the second deceleration reference step size includes: If a deceleration command is detected from the driver, the target vehicle speed is controlled to decrease gradually based on the downhill influence coefficient and the second deceleration reference step. If the driver issues an acceleration command, the target vehicle speed is controlled to increase gradually based on the downhill influence coefficient and the second acceleration reference step.

7. The vehicle cruise target speed control method as described in claim 1, characterized in that, The method further includes: If a speed bump is detected on the road ahead while the target vehicle is going uphill or downhill, the target vehicle will be controlled to pass over the speed bump at a preset deceleration speed threshold. After the target vehicle passes the speed bump, control the target vehicle to return to the preset cruise target speed within a preset time.

8. A vehicle cruise target speed control system, characterized in that, The vehicle cruise target speed control system includes: The first processing module is used to control the target vehicle to go uphill or downhill based on real-time gradient, real-time vehicle speed and real-time motor torque during the target vehicle's cruise. The second processing module is used to determine the uphill influence coefficient based on the real-time slope during the uphill process of the target vehicle, and control the target vehicle speed to increase or decrease according to the uphill influence coefficient, the first acceleration reference step size and the first deceleration reference step size. The third processing module is used to determine the downhill influence coefficient based on the real-time slope during the downhill process of the target vehicle, and to control the target vehicle speed to increase or decrease according to the downhill influence coefficient, the second acceleration reference step size and the second deceleration reference step size.

9. A vehicle cruise target speed control device, characterized in that, The vehicle cruise target speed control device includes a processor, a memory, and a vehicle cruise target speed control program stored in the memory and executable by the processor, wherein when the vehicle cruise target speed control program is executed by the processor, it implements the steps of the vehicle cruise target speed 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 a vehicle cruise target speed control program, wherein when the vehicle cruise target speed control program is executed by a processor, it implements the steps of the vehicle cruise target speed control method as described in any one of claims 1 to 7.

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