Vehicle acceleration determination method, device and equipment and readable storage medium

Abstract

The invention discloses a vehicle acceleration determination method, device and equipment and a computer readable storage medium. According to the method, a vehicle speed control signal output by a vehicle speed adjusting module is obtained, a first acceleration is determined according to the vehicle speed control signal, the vehicle speed control signal comprises an acceleration set corresponding to the vehicle speed adjusting module, and the first acceleration is the minimum value in the acceleration set; determining a second acceleration according to the vehicle speed and the first mapping relation; determining a third acceleration according to the vehicle body weight and the second mapping relation; determining a fourth acceleration according to the second acceleration and the third acceleration; target acceleration is determined according to the first acceleration and the fourth acceleration so that the vehicle can adjust the vehicle speed based on the target acceleration, the acceleration is dynamically constrained through collaborative screening of multiple acceleration signals and combination of the vehicle speed and load two dimensions, the determination result of the target acceleration is more accurate, and driving stability and safety are guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a method, apparatus, device, and computer-readable storage medium for determining the acceleration of a vehicle. Background Technology

[0002] With the development of automotive electronic control technology, intelligent vehicle speed adjustment functions are becoming increasingly popular. Such functions require precise determination of acceleration parameters to achieve smooth speed adjustment, taking into account driving safety, power and comfort, and have become one of the core requirements of vehicle electronic control systems.

[0003] Existing technologies are prone to causing excessive power system load or unstable driving due to excessively high output acceleration. They cannot adapt to the needs of multi-module collaborative operation scenarios, thus failing to achieve the accuracy and safety constraints of the target acceleration used when adjusting vehicle speed, and therefore pose safety hazards. Summary of the Invention

[0004] This application provides a method, apparatus, device, and computer-readable storage medium for determining the acceleration of a vehicle, which can solve the technical problem of poor accuracy of target acceleration during vehicle control in the prior art, leading to safety risks.

[0005] In a first aspect, embodiments of this application provide a method for determining the acceleration of a vehicle, the method comprising:

[0006] The vehicle speed control signal output by the vehicle speed adjustment module is obtained, and a first acceleration is determined based on the vehicle speed control signal, wherein the vehicle speed control signal includes an acceleration set corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the acceleration set; The second acceleration is determined based on the vehicle speed and the first mapping relationship; The third acceleration is determined based on the vehicle weight and the second mapping relationship; Determine the fourth acceleration based on the second and third accelerations; A target acceleration is determined based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

[0007] In conjunction with the first aspect, in one embodiment, the second mapping relationship is a correspondence between vehicle weight and load factor. When the vehicle weight is less than or equal to a first preset weight, the load factor is 1; when the vehicle weight is greater than the first preset weight and less than or equal to a second preset weight, the load factor is less than 1 and greater than a preset minimum load factor, and the vehicle weight and load factor are negatively correlated; when the vehicle weight is greater than the second preset weight, the load factor is the preset minimum load factor. Based on the vehicle weight and the second mapping relationship, the third acceleration is determined as follows: The target load factor is determined based on the vehicle weight and the second mapping relationship; The product of the reference acceleration and the target load factor is used as the third acceleration.

[0008] In conjunction with the first aspect, in one embodiment, after determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the vehicle is in a starting state, the fifth acceleration is obtained based on the vehicle weight and the maximum torque that can be achieved at the engine speed corresponding to the starting state. Based on the fifth acceleration and the first calculation formula, the sixth acceleration is obtained. The first calculation formula is:

[0009] in, It is the sixth acceleration. For comfort parameters, It is the fifth acceleration. For preset acceleration, This indicates taking the maximum value; The minimum value among the second, third, and sixth accelerations is taken as the fourth acceleration.

[0010] In conjunction with the first aspect, in one embodiment, after determining the third acceleration based on the vehicle weight and the second mapping relationship, the method further includes: If the vehicle is detected to be in a trailer-mounted state, the seventh acceleration is determined based on the difference between the instrument vehicle speed and the preset benchmark vehicle speed within a unit of time. Based on the seventh acceleration and the second calculation formula, the eighth acceleration is obtained. The second calculation formula is:

[0011] in, It is the eighth acceleration. The seventh acceleration, This refers to the coupling coefficient; The minimum value among the second, third, and eighth accelerations is taken as the fourth acceleration.

[0012] In conjunction with the first aspect, in one embodiment, after determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the ninth acceleration is obtained according to the second acceleration, the road slope, and the third calculation formula, wherein the third calculation formula is:

[0013] in, It is the ninth acceleration. This is the second acceleration. This represents the absolute value of the road slope. Preset impact factor; The minimum value among the second, third, and ninth accelerations is taken as the fourth acceleration.

[0014] In conjunction with the first aspect, in one embodiment, after determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the vehicle is simultaneously in two or more of the following conditions: starting, with a trailer attached, and the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the minimum value of the acceleration corresponding to each condition, the second acceleration, and the third acceleration will be taken as the fourth acceleration.

[0015] In conjunction with the first aspect, in one implementation, determining the target acceleration based on the first acceleration and the fourth acceleration further includes: The minimum value between the first acceleration and the fourth acceleration is taken as the target acceleration.

[0016] Secondly, embodiments of this application provide a vehicle acceleration determination device, characterized in that the vehicle acceleration determination device comprises: The first determining module is used to acquire the vehicle speed control signal output by the vehicle speed adjustment module, and determine the first acceleration based on the vehicle speed control signal, wherein the vehicle speed control signal includes a set of accelerations corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the set of accelerations; The second determining module is used to determine the second acceleration based on the vehicle speed and the first mapping relationship; The third determining module is used to determine the third acceleration based on the vehicle weight and the second mapping relationship; The fourth determining module is used to determine the fourth acceleration based on the second and third accelerations; The fifth determining module is used to determine a target acceleration based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

[0017] Thirdly, embodiments of this application provide a vehicle acceleration determination device, the vehicle acceleration determination device including a processor, a memory, and a vehicle acceleration determination program stored in the memory and executable by the processor, wherein when the vehicle acceleration determination program is executed by the processor, it implements the steps of the vehicle acceleration determination method as described in the first aspect.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium storing a vehicle acceleration determination program, wherein when the vehicle acceleration determination program is executed by a processor, it implements the steps of the vehicle acceleration determination method as described in the first aspect.

[0019] The beneficial effects of the technical solutions provided in this application include: By acquiring the vehicle speed control signal output by the vehicle speed adjustment module, a first acceleration is determined based on the vehicle speed control signal. The vehicle speed control signal includes an acceleration set corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the acceleration set. A second acceleration is determined based on the vehicle speed and a first mapping relationship. A third acceleration is determined based on the vehicle weight and a second mapping relationship. A fourth acceleration is determined based on the second and third accelerations. A target acceleration is determined based on the first and fourth accelerations, allowing the vehicle to adjust its speed based on the target acceleration. Through collaborative filtering of multiple acceleration signals, combined with dynamic constraints on acceleration based on both vehicle speed and load dimensions, the determination of the target acceleration is more accurate, ensuring driving stability and safety. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating an embodiment of the method for determining the acceleration of a vehicle according to this application. Figure 2 This is a schematic diagram showing the relationship between the second acceleration and the vehicle speed; Figure 3 A schematic diagram showing the relationship between vehicle weight and third acceleration; Figure 4 This is a schematic diagram of the functional modules of an embodiment of the vehicle acceleration determination device of this application; Figure 5 This is a schematic diagram of the hardware structure of the vehicle acceleration determination device involved in the embodiments of this application. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0022] 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.

[0023] In a first aspect, embodiments of this application provide a method for determining the acceleration of a vehicle.

[0024] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart illustrating an embodiment of the method for determining the acceleration of a vehicle according to this application. Figure 1 As shown, the methods for determining vehicle acceleration include: Step S10: Obtain the vehicle speed control signal output by the vehicle speed adjustment module, and determine the first acceleration based on the vehicle speed control signal, wherein the vehicle speed control signal includes the acceleration set corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the acceleration set; In one embodiment, it is assumed that the current vehicle speed adjustment module includes a cruise control module, a following cruise control module, and a cornering cruise control module, all of which can output a speed control signal. The acceleration output by the corresponding module can be obtained from the speed control signal. Assuming that the acceleration corresponding to the cruise control module is 0.3 m / s², the acceleration corresponding to the following cruise control module is 0.6 m / s², and the acceleration corresponding to the cornering cruise control module is 0.8 m / s², then the first acceleration is the minimum value of 0.3 m / s².

[0025] Step S20: Determine the second acceleration based on the vehicle speed and the first mapping relationship; In one embodiment, assuming the current vehicle speed is 60 km / h, the first mapping relationship is the correspondence between vehicle speed and second acceleration, where the second acceleration is the upper limit of the first acceleration.

[0026] Specifically, as vehicle speed increases, the driver's perception of acceleration changes accordingly. Therefore, as vehicle speed increases, the second acceleration will decrease, such as... Figure 2 As shown, Figure 2 This is a schematic diagram showing the relationship between the second acceleration and the vehicle speed. Figure 2 As can be seen from this, when the current vehicle speed v dis At 60 km / h, it is at 40 km / h <v dis For speeds ≤120 km / h, the proportionality coefficient in the first mapping relationship is 0.15. The proportionality coefficient represents the rate at which the upper limit of acceleration decreases as the vehicle speed increases.

[0027] If the system requires a maximum acceleration of 2 m / s² 2 The second acceleration is calculated as follows: a2 = maximum acceleration required by the system × proportional coefficient corresponding to the current vehicle speed range. Substituting the values, we get: a2 = 2 × 0.15 = 0.3 m / s² 2 .

[0028] In short, the low-speed phase (such as v) disFor speeds ≤40km / h, a relatively high acceleration ratio coefficient (0.4) is allowed to meet the power response requirements during start-up and following. When the vehicle speed enters the medium speed range (40~120 km / h), the driver's sensitivity to acceleration changes increases, so the ratio coefficient is reduced to 0.15 to avoid overly aggressive acceleration. In the high speed range (120~200 km / h), the ratio coefficient is appropriately increased to 0.45 to balance power reserve and stability at high speeds. When the vehicle speed exceeds 200km / h, the ratio coefficient is further reduced to 0.2, and finally returns to 1 above 240 km / h. By dynamically adjusting the rate of decrease of the upper limit of acceleration, the acceleration characteristics of the vehicle at different speeds are always matched with the driver's perception and driving safety requirements.

[0029] Step S30: Determine the third acceleration based on the vehicle weight and the second mapping relationship; In one embodiment, step S20 determines an acceleration upper limit based on vehicle speed, while this step determines another acceleration upper limit (third acceleration) based on vehicle weight, which is parallel to step S20.

[0030] Further, in one embodiment, the second mapping relationship is the correspondence between vehicle weight and load factor, wherein when the vehicle weight is less than or equal to a first preset weight, the load factor is 1; when the vehicle weight is greater than the first preset weight and less than or equal to a second preset weight, the load factor is less than 1 and greater than a preset minimum load factor, and the vehicle weight and load factor are negatively correlated; when the vehicle weight is greater than the second preset weight, the load factor is the preset minimum load factor. Based on the vehicle weight and the second mapping relationship, the third acceleration is determined as follows: The target load factor is determined based on the vehicle weight and the second mapping relationship; The product of the reference acceleration and the target load factor is used as the third acceleration.

[0031] In one embodiment, when the vehicle mass is large, there is reason to lower the upper limit of acceleration, because excessive acceleration may lead to the vehicle being unable to reach the required torque, resulting in a drastic increase in torque, which could further damage the vehicle, such as... Figure 3 As shown, Figure 3 This is a diagram illustrating the relationship between vehicle weight and the third acceleration. Figure 3 In the process, when the vehicle weight is less than or equal to 2400kg, the load factor is equal to 1, and the third acceleration is equal to the preset reference acceleration. When the vehicle weight is greater than 2400kg, the load factor decreases as the vehicle weight increases until it reaches 3500kg, at which point the minimum load factor remains unchanged. After determining the load factor, the third acceleration is obtained by multiplying the reference acceleration by the target load factor, where the reference acceleration is a preset value determined according to the actual needs and model of the vehicle.

[0032] Step S40: Determine the fourth acceleration based on the second and third accelerations; In one embodiment, a final acceleration upper limit is obtained based on the second and third accelerations obtained above (i.e., combining the two acceleration upper limits), which is denoted as the fourth acceleration.

[0033] Step S50: Determine a target acceleration based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

[0034] In one embodiment, the first acceleration determined in step S10 is compared with the final acceleration upper limit determined in step S40 to obtain the target acceleration.

[0035] In this embodiment, a first acceleration is determined by acquiring the vehicle speed control signal output by the vehicle speed adjustment module, wherein the vehicle speed control signal includes an acceleration set corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the acceleration set; a second acceleration is determined based on the vehicle speed and a first mapping relationship; a third acceleration is determined based on the vehicle weight and a second mapping relationship; a fourth acceleration is determined based on the second and third accelerations; and a target acceleration is determined based on the first and fourth accelerations, so that the vehicle can adjust its speed based on the target acceleration. By collaboratively filtering multiple acceleration signals and combining dynamic constraints on acceleration in both vehicle speed and load dimensions, the determination of the target acceleration is more accurate, ensuring driving stability and safety.

[0036] Furthermore, in one embodiment, determining the target acceleration based on the first acceleration and the fourth acceleration further includes: The minimum value between the first acceleration and the fourth acceleration is taken as the target acceleration.

[0037] In one embodiment, the fourth acceleration is the upper limit of acceleration. The minimum value between the first acceleration and the fourth acceleration is taken as the target acceleration. That is, when the first acceleration is greater than the fourth acceleration, the fourth acceleration is taken as the target acceleration; when the first acceleration is less than or equal to the fourth acceleration, the first acceleration is taken as the target acceleration.

[0038] Furthermore, in one embodiment, after determining the third acceleration based on the vehicle weight and the second mapping relationship, the method further includes: If the vehicle is in a starting state, the fifth acceleration is obtained based on the vehicle weight and the maximum torque that can be achieved at the engine speed corresponding to the starting state. Based on the fifth acceleration and the first calculation formula, the sixth acceleration is obtained. The first calculation formula is:

[0039] in, It is the sixth acceleration. For comfort parameters, It is the fifth acceleration. For preset acceleration, This indicates taking the maximum value; The minimum value among the second, third, and sixth accelerations is taken as the fourth acceleration.

[0040] In one embodiment, if the vehicle is in the starting phase, after obtaining the second acceleration in step S20 and the third acceleration in step S30, an upper limit of acceleration (sixth acceleration) is determined based on the starting state. Specifically, assuming the starting speed is 2000 rpm, the corresponding maximum engine torque is 250 N·m, the comfort parameter k=0.9, and the preset acceleration... =0.2m / s², the fifth acceleration (assumed to be 0.4m / s²) is calculated based on the vehicle weight and the maximum torque achievable at the engine speed corresponding to the starting state. Then, based on the fifth acceleration and the first calculation formula, the following is obtained: =0.9×0.4, to obtain the sixth acceleration; then compare the second, third and sixth accelerations, and take the minimum value as the fourth acceleration.

[0041] Furthermore, in one embodiment, after determining the third acceleration based on the vehicle weight and the second mapping relationship, the method further includes: If the vehicle is detected to be in a trailer-mounted state, the seventh acceleration is determined based on the difference between the instrument vehicle speed and the preset benchmark vehicle speed within a unit of time. Based on the seventh acceleration and the second calculation formula, the eighth acceleration is obtained. The second calculation formula is:

[0042] in, It is the eighth acceleration. The seventh acceleration, This refers to the coupling coefficient; The minimum value among the second, third, and eighth accelerations is taken as the fourth acceleration.

[0043] In one embodiment, if the vehicle is in a trailer-mounted state, after obtaining the second acceleration in step S20 and the third acceleration in step S30, an upper limit of acceleration (eighth acceleration) is determined according to the trailer-mounted state. Specifically, the difference between the vehicle speed displayed on the instrument panel and the preset reference vehicle speed within a preset time period is first obtained. Then, the difference is divided by the preset time period to obtain the difference between the instrument speed and the preset reference vehicle speed per unit time. This value is taken as the seventh acceleration. Then, the seventh acceleration is multiplied by the preset trailer-mounted coefficient to obtain the upper limit of acceleration (eighth acceleration). Similarly, the second acceleration, the third acceleration, and the eighth acceleration are compared, and the minimum value is taken as the fourth acceleration.

[0044] Furthermore, in one embodiment, after determining the third acceleration based on the vehicle weight and the second mapping relationship, the method further includes: If the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the ninth acceleration is obtained according to the second acceleration, the road slope, and the third calculation formula, wherein the third calculation formula is:

[0045] in, It is the ninth acceleration. This is the second acceleration. This represents the absolute value of the road slope. Preset impact factor; The minimum value among the second, third, and ninth accelerations is taken as the fourth acceleration.

[0046] In one embodiment, if the absolute value of the slope corresponding to the slope when the vehicle goes uphill or downhill is greater than a preset value, after obtaining the second acceleration in step S20 and the third acceleration in step S30, an upper limit of acceleration (ninth acceleration) is determined based on the second acceleration and the slope. Specifically, since the presence of the gravity component when going uphill or downhill can make the driver and passengers feel uncomfortable, and usually the more steep side roads are narrow and winding roads, in this case, a higher acceleration will bring a sense of insecurity to the driver. Therefore, it is necessary to reduce the upper limit of acceleration. Therefore, the product of the slope and the preset influence factor is subtracted from the second acceleration to obtain a smaller upper limit of acceleration (ninth acceleration). Similarly, the second acceleration, the third acceleration and the ninth acceleration are compared, and the minimum value is taken as the fourth acceleration.

[0047] Furthermore, in one embodiment, after determining the third acceleration based on the vehicle weight and the second mapping relationship, the method further includes: If the vehicle is simultaneously in two or more of the following conditions: starting, with a trailer attached, and the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the minimum value of the acceleration corresponding to each condition, the second acceleration, and the third acceleration will be taken as the fourth acceleration.

[0048] In one embodiment, if the vehicle is simultaneously in three operating conditions: starting, with a trailer attached, and going uphill or downhill (the absolute value of the slope of the road where the vehicle is located is greater than a preset value), then the corresponding upper limit of acceleration is calculated for each operating condition. As mentioned above, the upper limit of acceleration in the starting state is the sixth acceleration, the upper limit of acceleration in the with-trailed state is the eighth acceleration, and the upper limit of acceleration in the uphill or downhill state is the ninth acceleration. The minimum value among the second, third, sixth, eighth, and ninth accelerations is taken as the fourth acceleration.

[0049] Additionally, another embodiment of this application includes: The acceleration determination method for the cruise control module is as follows: when the acceleration output by the cruise control module is a valid value (i.e., within the preset range and without collision risk), the corresponding aggressive acceleration value is taken; otherwise, if it is invalid, the normal acceleration output by the cruise control module is taken.

[0050] When braking is involved, a preset fixed value (calculated based on the user's pedal depth and provided by the chassis calibration table whenever braking is engaged) is used as the final acceleration limit, ignoring other operating conditions.

[0051] In this embodiment, acceleration constraints are determined based on the dual mapping relationship between vehicle speed and vehicle weight. This ensures that the target acceleration always matches the real-time load-bearing capacity of the power system and the current driving state of the vehicle, preventing the power system from operating under overload conditions for extended periods. This reduces wear on core components such as the engine, transmission, and braking system, extends the service life of core vehicle components, and lowers user maintenance costs. Furthermore, it provides a unified benchmark for acceleration optimization under various complex operating conditions, allowing for adaptation to different driving scenarios without reconstructing the core control logic. This reduces system development and adaptation costs and improves the engineering practicality of the technical solution.

[0052] Secondly, embodiments of this application also provide a vehicle acceleration determination device.

[0053] In one embodiment, reference is made to Figure 4 , Figure 4 This is a functional module diagram of an embodiment of the vehicle acceleration determination device of this application. Figure 4 As shown, the vehicle acceleration determination device includes: The first determining module is used to acquire the vehicle speed control signal output by the vehicle speed adjustment module, and determine the first acceleration based on the vehicle speed control signal, wherein the vehicle speed control signal includes a set of accelerations corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the set of accelerations; The second determining module is used to determine the second acceleration based on the vehicle speed and the first mapping relationship; The third determining module is used to determine the third acceleration based on the vehicle weight and the second mapping relationship; The fourth determining module is used to determine the fourth acceleration based on the second and third accelerations; The fifth determining module is used to determine a target acceleration based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

[0054] Further, in one embodiment, the second mapping relationship is the correspondence between vehicle weight and load factor, wherein when the vehicle weight is less than or equal to a first preset weight, the load factor is 1; when the vehicle weight is greater than the first preset weight and less than or equal to a second preset weight, the load factor is less than 1 and greater than a preset minimum load factor, and the vehicle weight and load factor are negatively correlated; when the vehicle weight is greater than the second preset weight, the load factor is the preset minimum load factor. The third determining module is used for: The target load factor is determined based on the vehicle weight and the second mapping relationship; The product of the reference acceleration and the target load factor is used as the third acceleration.

[0055] Furthermore, in one embodiment, the vehicle acceleration determination device further includes a first calculation module, used for: If the vehicle is in a starting state, the fifth acceleration is obtained based on the vehicle weight and the maximum torque that can be achieved at the engine speed corresponding to the starting state. Based on the fifth acceleration and the first calculation formula, the sixth acceleration is obtained. The first calculation formula is:

[0056] in, It is the sixth acceleration. For comfort parameters, It is the fifth acceleration. For preset acceleration, This indicates taking the maximum value; The minimum value among the second, third, and sixth accelerations is taken as the fourth acceleration.

[0057] Furthermore, in one embodiment, the vehicle acceleration determination device further includes a second calculation module, used for: If the vehicle is detected to be in a trailer-mounted state, the seventh acceleration is determined based on the difference between the instrument vehicle speed and the preset benchmark vehicle speed within a unit of time. Based on the seventh acceleration and the second calculation formula, the eighth acceleration is obtained. The second calculation formula is:

[0058] in, It is the eighth acceleration. The seventh acceleration, This refers to the coupling coefficient; The minimum value among the second, third, and eighth accelerations is taken as the fourth acceleration.

[0059] Furthermore, in one embodiment, the vehicle acceleration determination device further includes a third calculation module, used for: If the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the ninth acceleration is obtained according to the second acceleration, the road slope, and the third calculation formula, wherein the third calculation formula is:

[0060] in, It is the ninth acceleration. This is the second acceleration. This represents the absolute value of the road slope. Preset impact factor; The minimum value among the second, third, and ninth accelerations is taken as the fourth acceleration.

[0061] Furthermore, in one embodiment, the vehicle acceleration determining device further includes a sixth determining module, used for: If the vehicle is simultaneously in two or more of the following conditions: starting, with a trailer attached, and the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the minimum value of the acceleration corresponding to each condition, the second acceleration, and the third acceleration will be taken as the fourth acceleration.

[0062] Furthermore, in one embodiment, the fifth determining module is used for: The minimum value between the first acceleration and the fourth acceleration is taken as the target acceleration.

[0063] The functions of each module in the above-mentioned vehicle acceleration determination device correspond to the steps in the above-mentioned vehicle acceleration determination method embodiment, and their functions and implementation processes will not be described in detail here.

[0064] Thirdly, embodiments of this application provide a vehicle acceleration determination device, which may be a vehicle controller, body controller, or other similar devices.

[0065] Reference Figure 5 , Figure 5 This is a schematic diagram of the hardware structure of a vehicle acceleration determination device involved in an embodiment of this application. In this embodiment, the vehicle acceleration determination device may include a processor, a memory, a communication interface, and a communication bus.

[0066] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0067] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the vehicle acceleration determination device, as well as interfaces used for interconnecting the vehicle acceleration determination 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.

[0068] 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.

[0069] The processor can be a general-purpose processor, which can call the vehicle acceleration determination program stored in the memory and execute the vehicle acceleration determination 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 acceleration determination program is called can be referred to the various embodiments of the vehicle acceleration determination method of this application, and will not be repeated here.

[0070] 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.

[0071] Fourthly, embodiments of this application also provide a computer-readable storage medium.

[0072] The present application provides a computer-readable storage medium storing a vehicle acceleration determination program, wherein when the vehicle acceleration determination program is executed by a processor, it implements the steps of the vehicle acceleration determination method described above.

[0073] The method implemented when the vehicle acceleration determination procedure is executed can be referred to in various embodiments of the vehicle acceleration determination method of this application, and will not be repeated here.

[0074] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0075] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0076] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0077] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0078] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0079] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0080] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for determining the acceleration of a vehicle, characterized in that, The method for determining the vehicle's acceleration includes: The vehicle speed control signal output by the vehicle speed adjustment module is obtained, and a first acceleration is determined based on the vehicle speed control signal, wherein the vehicle speed control signal includes an acceleration set corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the acceleration set; The second acceleration is determined based on the vehicle speed and the first mapping relationship; The third acceleration is determined based on the vehicle weight and the second mapping relationship; Determine the fourth acceleration based on the second and third accelerations; A target acceleration is determined based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

2. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, The second mapping relationship is the correspondence between vehicle weight and load factor. When the vehicle weight is less than or equal to the first preset weight, the load factor is 1. When the vehicle weight is greater than the first preset weight and less than or equal to the second preset weight, the load factor is less than 1 and greater than the preset minimum load factor. Furthermore, vehicle weight and load factor are negatively correlated. When the vehicle weight is greater than the second preset weight, the load factor is the preset minimum load factor. Based on the vehicle weight and the second mapping relationship, the third acceleration is determined as follows: The target load factor is determined based on the vehicle weight and the second mapping relationship; The product of the reference acceleration and the target load factor is used as the third acceleration.

3. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, After determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the vehicle is in a starting state, the fifth acceleration is obtained based on the vehicle weight and the maximum torque that can be achieved at the engine speed corresponding to the starting state. Based on the fifth acceleration and the first calculation formula, the sixth acceleration is obtained. The first calculation formula is: in, It is the sixth acceleration. For comfort parameters, It is the fifth acceleration. For preset acceleration, This indicates taking the maximum value; The minimum value among the second, third, and sixth accelerations is taken as the fourth acceleration.

4. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, After determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the vehicle is detected to be in a trailer-mounted state, the seventh acceleration is determined based on the difference between the instrument vehicle speed and the preset benchmark vehicle speed within a unit of time. Based on the seventh acceleration and the second calculation formula, the eighth acceleration is obtained. The second calculation formula is: in, It is the eighth acceleration. The seventh acceleration, This refers to the coupling coefficient; The minimum value among the second, third, and eighth accelerations is taken as the fourth acceleration.

5. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, After determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the ninth acceleration is obtained according to the second acceleration, the road slope, and the third calculation formula, wherein the third calculation formula is: in, It is the ninth acceleration. This is the second acceleration. This represents the absolute value of the road slope. Preset impact factor; The minimum value among the second, third, and ninth accelerations is taken as the fourth acceleration.

6. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, After determining the third acceleration based on the vehicle body weight and the second mapping relationship, the method further includes: If the vehicle is simultaneously in two or more of the following conditions: starting, with a trailer attached, and the absolute value of the slope of the road where the vehicle is located is greater than a preset value, then the minimum value of the acceleration corresponding to each condition, the second acceleration, and the third acceleration will be taken as the fourth acceleration.

7. The method for determining the acceleration of a vehicle as described in claim 1, characterized in that, Determining the target acceleration based on the first acceleration and the fourth acceleration further includes: The minimum value between the first acceleration and the fourth acceleration is taken as the target acceleration.

8. A device for determining the acceleration of a vehicle, characterized in that, The vehicle acceleration determination device includes: The first determining module is used to acquire the vehicle speed control signal output by the vehicle speed adjustment module, and determine the first acceleration based on the vehicle speed control signal, wherein the vehicle speed control signal includes a set of accelerations corresponding to the vehicle speed adjustment module, and the first acceleration is the minimum value in the set of accelerations; The second determining module is used to determine the second acceleration based on the vehicle speed and the first mapping relationship; The third determining module is used to determine the third acceleration based on the vehicle weight and the second mapping relationship; The fourth determining module is used to determine the fourth acceleration based on the second and third accelerations; The fifth determining module is used to determine a target acceleration based on the first acceleration and the fourth acceleration, so that the vehicle can adjust its speed based on the target acceleration.

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

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