Deceleration control method and device and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicles, and discloses a deceleration control method and device and a vehicle. The method comprises the steps that when it is monitored that a driver loosens an accelerator pedal in the vehicle driving process, the current vehicle speed and driving road condition information are obtained; based on the current vehicle speed, the driving road condition information and the safe vehicle speed and the safe distance of the vehicle, a safe vehicle speed difference value and a safe distance difference value are determined; based on the safe vehicle speed difference value and the safe distance difference value, a driving intention is determined, and the driving intention is any one of a deceleration intention and a sliding intention; and controlling the vehicle to decelerate at the torque corresponding to the driving intention. By applying the technical scheme, the problems that the deceleration torque is fixed and single, the flexibility is poor, and the actual driving intention cannot be fit when automatic deceleration operation is carried out after the accelerator pedal of the vehicle is loosened can be solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a deceleration control method, device, and vehicle. Background Technology

[0002] With the increasing popularity of new energy electric vehicles, the market demand for vehicle intelligence, safety, and energy efficiency optimization is growing. To improve energy utilization, new energy electric vehicles can decelerate through kinetic energy recovery.

[0003] Currently, in existing new energy vehicles, after the driver releases the accelerator pedal, the torque corresponding to the vehicle's current speed is determined to control the vehicle to decelerate.

[0004] However, the existing deceleration control method is fixed and lacks flexibility. Summary of the Invention

[0005] In view of the above problems, embodiments of the present invention provide a deceleration control method, device and vehicle to solve the problem that the deceleration control of existing vehicles is not flexible enough and cannot meet actual driving needs.

[0006] According to one aspect of the present invention, a deceleration control method is provided, the method comprising:

[0007] When the vehicle detects that the driver has released the accelerator pedal while it is in motion, it obtains information on the current vehicle speed and road conditions.

[0008] Based on the current vehicle speed, the road condition information, the vehicle's safe speed and safe distance, determine the safe speed difference and the safe distance difference;

[0009] Based on the safe speed difference and the safe distance difference, the driving intention is determined, which is either a deceleration intention or a coasting intention.

[0010] Control the vehicle to decelerate with the torque corresponding to the driving intention.

[0011] In one alternative approach, controlling the vehicle to decelerate with a torque corresponding to the driving intention includes:

[0012] If the driving intention is to decelerate, then the vehicle is controlled to decelerate using the first torque.

[0013] If the driving intention is to coast, the vehicle is decelerated by a second torque, wherein the first torque is greater than the second torque.

[0014] In one alternative approach, the road condition information includes the maximum speed limit, road curvature, road gradient, and a first distance between the vehicle and an obstacle ahead.

[0015] The step of determining the safe speed difference and safe distance difference based on the current vehicle speed, the road condition information, the vehicle's safe speed and safe distance includes:

[0016] A target correction coefficient is selected from a first correction coefficient and a second correction coefficient, wherein the first correction coefficient is determined based on the road slope and a preset first correspondence, and the second correction coefficient is determined based on the road curvature and a preset second correspondence.

[0017] The safe speed is determined based on the road's maximum speed limit and the target correction factor;

[0018] The safety distance is determined based on the current vehicle speed, the road gradient, and the preset calibration relationship;

[0019] The difference between the current vehicle speed and the safe vehicle speed is determined as the safe vehicle speed difference;

[0020] The difference between the first distance and the safety distance is determined as the safety distance difference.

[0021] In one alternative approach, determining the driving intention based on the safe speed difference and the safe distance difference includes:

[0022] If both the safety distance difference and the safety speed difference are greater than or equal to the preset values, then the intention to coast is determined.

[0023] If the difference in safe distance and / or the difference in safe speed are less than the preset value, then it is determined to be the intention to decelerate.

[0024] In an alternative approach, the method further includes:

[0025] Based on the current vehicle speed and the preset third correspondence, the initial torque is determined;

[0026] Based on the safe speed difference and the safe distance difference, determine the speed correction torque and the distance correction torque;

[0027] The first torque is determined based on the initial torque, the speed correction torque, and the distance correction torque.

[0028] In one optional approach, determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes:

[0029] If the safety distance difference is less than or equal to a preset value, and the safety speed difference is greater than the preset value, then the speed correction torque is determined to be zero.

[0030] Based on the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the distance deviation corresponding to the safety distance difference, and the preset fourth correspondence, the first proportional coefficient, the first integral coefficient, and the first differential coefficient are determined.

[0031] Using the safety distance difference, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient as inputs to the first proportional-integral-derivative controller, the output result of the first proportional-integral-derivative controller is obtained and determined as the distance correction torque.

[0032] In one optional approach, determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes:

[0033] If the safety distance difference is greater than a preset value, and the safety speed difference is less than or equal to the preset value, then the distance correction torque is determined to be zero.

[0034] Based on the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the speed deviation corresponding to the safe vehicle speed difference, and the preset fifth correspondence, the second proportional coefficient, the second integral coefficient, and the second differential coefficient are determined.

[0035] Using the safe vehicle speed difference, the second proportional coefficient, the second integral coefficient, and the second derivative coefficient as inputs to the second proportional-integral-derivative controller, the output result of the second proportional-integral-derivative controller is obtained and determined as the vehicle speed correction torque.

[0036] In one optional approach, determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes:

[0037] If both the safe speed difference and the safe distance difference are less than or equal to the preset value, then the first weighting coefficient and the second weighting coefficient are determined based on the vehicle's current speed and the preset sixth correspondence.

[0038] Based on the output of the first proportional-integral-derivative controller and the first weighting coefficient, the distance correction torque is determined.

[0039] The distance correction torque is determined based on the output of the second proportional-integral-derivative controller and the second weighting coefficient.

[0040] According to another aspect of the present invention, a deceleration control device is provided, comprising:

[0041] The information acquisition module is used to acquire the current vehicle speed and road condition information when the driver releases the accelerator pedal during vehicle operation.

[0042] The difference determination module is used to determine the safe speed difference and the safe distance difference based on the current vehicle speed, the driving road condition information, the vehicle's safe speed and safe distance;

[0043] The intention determination module is used to determine the driving intention based on the safe speed difference and the safe distance difference, wherein the driving intention is either a deceleration intention or a coasting intention;

[0044] The control module is used to control the vehicle to decelerate with the torque corresponding to the driving intention.

[0045] According to another aspect of the present invention, a vehicle is provided, the vehicle including a vehicle body and an electronic device for performing the method described above.

[0046] This invention, through accurate identification of the driver's intentions, employs different torque controls to decelerate the vehicle under different driving intentions. This allows for flexible adjustment of the vehicle's deceleration intensity based on the driver's intentions, thereby improving the flexibility of vehicle deceleration control.

[0047] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0048] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0049] Figure 1 A flowchart of the deceleration control method provided in the embodiments of this application;

[0050] Figure 2 This is a block diagram illustrating the torque control principle provided in an embodiment of this application.

[0051] Figure 3 A flowchart illustrating the method for determining safe vehicle speed and safe distance provided in this application embodiment;

[0052] Figure 4 This is a schematic diagram of the process for determining the first kinetic energy recovery torque provided in an embodiment of this application;

[0053] Figure 5A flowchart for determining distance correction torque provided in an embodiment of this application;

[0054] Figure 6 A flowchart for determining vehicle speed correction torque provided in an embodiment of this application;

[0055] Figure 7 A flowchart for determining distance correction torque and vehicle speed correction torque provided in the embodiments of this application;

[0056] Figure 8 An interactive schematic diagram of the kinetic energy intelligent recovery process provided for the implementation of this application;

[0057] Figure 9 This is a logic diagram for intelligent deceleration calculation and judgment provided in the embodiments of this application;

[0058] Figure 10 This is a schematic diagram of the deceleration control device provided in the embodiments of this application;

[0059] Figure 11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0060] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0061] In driving scenarios for new energy electric vehicles, drivers typically have two intentions when releasing the accelerator pedal: one is to allow the vehicle to continue coasting due to inertia to reduce energy consumption (e.g., when the road is clear), and the other is to decelerate the vehicle to deal with obstacles or complex road conditions (e.g., at traffic lights or curves). The deceleration torque applied to the vehicle will naturally differ depending on the driving system; a larger deceleration torque is applied if the intention is to decelerate, while a smaller torque is applied if the intention is to coast. However, traditional new energy electric vehicles cannot dynamically sense driver intentions. After the driver releases the accelerator pedal, they often control the vehicle's deceleration with a fixed torque value, resulting in poor flexibility.

[0062] To address the aforementioned issues, this application proposes a method that integrates multi-dimensional perception information, such as vehicle speed and road conditions, to determine the driver's driving intention after releasing the accelerator pedal, and then selects the corresponding torque to decelerate the vehicle based on this intention. With this solution, after the driver releases the accelerator pedal, the vehicle can accurately determine the driving intention and use the corresponding torque to control deceleration, improving the flexibility of deceleration control and the vehicle's stability during deceleration.

[0063] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0064] Figure 1 A flowchart illustrating a deceleration control method provided in an embodiment of this application is shown. This method is executed by the vehicle control unit (VCU) in the vehicle. Figure 1 As shown, the method includes the following steps:

[0065] Step 110: When the vehicle detects that the driver has released the accelerator pedal during driving, obtain the current vehicle speed and road condition information.

[0066] Step 120: Based on the current vehicle speed, road condition information, safe vehicle speed and safe distance, determine the safe speed difference and safe distance difference.

[0067] Among them, the safe speed difference is used to characterize the difference between the current vehicle speed and the safe speed, and the safe distance difference is used to characterize the difference between the first distance between the vehicle and the obstacle in front and the safe distance.

[0068] Step 130: Determine the driving intention based on the safe speed difference and the safe distance difference.

[0069] Among them, driving intention can be either deceleration intention or coasting intention.

[0070] Step 140: Control the vehicle to decelerate with the torque corresponding to the driving intention.

[0071] In this embodiment, the vehicle can be a new energy electric vehicle or a hybrid electric vehicle.

[0072] Regarding step 110 above, the vehicle can sense the accelerator pedal status in real time through a position sensor installed on the accelerator pedal. The position sensor converts the physical position of the driver's pedal into a continuous voltage signal. If this voltage signal returns to the low voltage range corresponding to "zero travel" or "reference value", it is determined that the driver has completely released the accelerator pedal.

[0073] The current vehicle speed can refer to the vehicle speed at the moment the driver releases the accelerator pedal. The vehicle can determine the current speed after the driver releases the accelerator pedal using wheel speed sensors installed on the wheels or transmission system.

[0074] Among them, driving road condition information is used to represent the road information of the road where the vehicle is currently located, and the vehicle can use driving road condition information to formulate corresponding driving strategies.

[0075] For example, road condition information includes the maximum speed limit, road curvature, road gradient, and the distance between the vehicle and obstacles ahead. By integrating these factors, vehicles can more accurately identify driving intentions.

[0076] In addition, multi-dimensional road condition information can also be used by autonomous driving systems to make safety judgments, generate preventive driving strategies, and improve the safety of vehicles during driving.

[0077] The vehicle can be equipped with Advanced Driver Assistance Systems (ADAS). These systems use onboard sensors to collect road condition information. For example, the vehicle can use navigation information and camera vision fusion to identify the current speed limit (including speed limits for various types of roads such as highways, urban areas, rural areas, and mountain roads). It can also use an Inertial Measurement Unit (IMU) to directly measure the vehicle's pitch angle relative to the direction of gravity, thereby determining the road gradient. Furthermore, the vehicle can use navigation information and camera vision fusion to identify the curvature of the road ahead.

[0078] In addition, vehicles can also use lidar, millimeter-wave radar, and camera vision fusion to identify the distance and movement of obstacles in front of the vehicle in its lane (obstacles include vehicles ahead, speed bumps, potholes, pedestrians, roadblocks, and red traffic lights; movement status includes whether the vehicle is stationary and its speed).

[0079] Regarding step 120 above, the safe speed refers to the maximum speed at which a vehicle can safely travel on the current road. For example, if the maximum speed limit on the current road is 80, and the road curvature is k, which corresponds to a correction coefficient x1, then the safe speed = 80 * x1.

[0080] In addition, safe distance represents the minimum distance required to avoid a collision between a vehicle and an obstacle (obstacles include vehicles ahead, speed bumps, potholes, pedestrians, road barriers, and red traffic lights, etc.). For example, safe distance can be determined based on the current vehicle speed and road gradient.

[0081] In this embodiment, the safe speed difference = current speed - safe speed; the safe distance difference = actual distance between the vehicle and the obstacle in front - safe distance.

[0082] Regarding step 130 above, if both the safe distance difference and the safe speed difference are greater than zero, it means that the vehicle is at a safe distance from the obstacle in front and the vehicle is within the safe speed limit. In this case, it can be determined that the driver wants to control the vehicle to coast. If the safe distance difference and / or the safe speed difference are less than zero, it means that the vehicle is too close to the obstacle in front and the distance is below the safe distance and / or the vehicle exceeds the safe speed limit. It is necessary to slow down to ensure that the vehicle speed is within the safe speed limit. In this case, it can be determined that the driver wants to control the vehicle to slow down.

[0083] For step 140 above, a first torque and a second torque can be set. When the driving intention is to decelerate, the first torque is used to control the vehicle to decelerate; and when the driving intention is to coast, the second torque is used to control the vehicle to decelerate.

[0084] In some implementations, the specific values ​​of the first torque and the second torque can be preset or based on user-defined settings. For example, some users are more sensitive to safety distance and want the vehicle to decelerate to zero as quickly as possible after releasing the accelerator pedal, so the first torque can be set higher accordingly; while other users may prefer to achieve deceleration by pressing the decelerator pedal themselves and want to weaken the "immediate deceleration upon releasing the accelerator pedal" automatic driving operation, so the first torque can be set lower accordingly.

[0085] The deceleration control method provided in this application determines the driving intention by utilizing the safe speed difference and the safe distance difference, and provides different torques based on different driving intentions to control the vehicle to decelerate, thereby improving the flexibility of deceleration control.

[0086] Furthermore, in some embodiments, if the driving intention is to decelerate, the vehicle is decelerated using a first torque; if the driving intention is to coast, the vehicle is decelerated using a second torque. The first torque is greater than the second torque.

[0087] In the above embodiments, the electric vehicle can be equipped with a kinetic energy recovery system. When the driver releases the accelerator pedal, the kinetic energy recovery system can be activated, and the motor generates a reverse torque (i.e., kinetic energy recovery torque) as the first torque or the second torque mentioned above. This can drive the motor to reverse, thereby converting the vehicle's kinetic energy into electrical energy to charge the battery.

[0088] Among them, the electric motor of the electric vehicle can work in both directions. When the vehicle is accelerating (that is, when the driver presses the accelerator pedal), the motor is in electric motor mode, and when the driver releases the accelerator pedal, the motor is in generator mode.

[0089] The process in electric motor mode is as follows: battery power → motor generates positive torque → drives the wheels → vehicle accelerates. The process in generator mode is as follows: wheels continue to rotate due to inertia → motor is dragged and rotated → motor generates reverse torque (i.e., kinetic energy recovery torque) → electricity is generated to charge the battery → vehicle decelerates.

[0090] Different levels of regenerative braking torque result in different amounts of charge being deposited into the battery (the higher the regenerative braking torque, the more charge is deposited). Furthermore, different levels of regenerative braking torque also affect the vehicle's driving behavior (lower regenerative braking torque results in a smooth coasting motion; higher regenerative braking torque results in a rapid deceleration).

[0091] In real-world driving scenarios, coasting intent and deceleration intent correspond to two different energy management and driving experience modes. During coasting, the regenerative torque is lower, resulting in a smoother ride (similar to the driving experience of releasing the accelerator and not applying the brakes in a traditional gasoline car). Conversely, during deceleration, the regenerative torque is higher, and the speed change is more drastic, leading to a very noticeable drag during deceleration (similar to the driving experience of applying the brakes after releasing the accelerator in a traditional gasoline car).

[0092] In this embodiment, by configuring two different first torques and second torques and applying these two torques to the kinetic energy recovery scenario, kinetic energy recovery can be achieved more flexibly to match the driver's intentions.

[0093] For example, Figure 2 The torque control principle block diagram provided in the embodiments of this application is as follows: Figure 2 As shown, the vehicle control unit obtains vehicle speed from the Integrated Brake Control Unit (IBCU); the vehicle control unit obtains acceleration and road gradient from the inertial measurement unit; the vehicle control unit obtains the maximum speed limit, road curvature, distance to and speed of obstacles ahead from the Driving Domain Controller (MDC); and the vehicle control unit obtains the intelligent deceleration setting status from the Chassis Domain Controller (CDC).

[0094] Based on the above information, the vehicle controller generates a corresponding torque control strategy and requests kinetic energy recovery torque from the intelligent power unit (IPU) to recover energy.

[0095] Traditional electric vehicle energy recovery systems often employ fixed intensity levels, failing to dynamically sense driver intent and leading to a disconnect between deceleration or coasting control and actual needs. For example, at high speeds, a fixed mode may over-recover energy, causing the vehicle to decelerate drastically in a short period, resulting in unstable driving. Conversely, in emergency deceleration situations, a fixed mode may lack sufficient energy recovery, delaying braking and potentially causing accidents. Furthermore, complex road conditions (such as curves, slopes, and sudden obstacles) place higher demands on vehicle responsiveness and safety.

[0096] In this embodiment, both the first torque and the second torque are used as kinetic energy recovery torques. Different kinetic energy recovery torques are used to recover kinetic energy from the vehicle under different driving intentions. This allows for flexible adjustment of the kinetic energy recovery intensity based on the driver's intentions, improving the flexibility of the kinetic energy recovery strategy and solving the problem of the traditional new energy vehicle kinetic energy recovery mode being singular and a fixed recovery mode that distinguishes between strong and weak levels.

[0097] The following examples illustrate in detail how to determine the safety distance difference and the safety speed difference.

[0098] Before calculating the difference in safe distance and the difference in safe speed, it is necessary to first determine the safe distance and the safe speed. For example, in some embodiments, Figure 3 A flowchart illustrating the method for determining safe vehicle speed and safe distance provided in this application embodiment is shown below. Figure 3 As shown, it includes the following steps:

[0099] Step 310: Determine the first correction coefficient based on the road slope and the preset first correspondence;

[0100] Step 320: Determine the second correction coefficient based on the road curvature and the preset second correspondence;

[0101] Step 330: Determine the safe speed based on the road's maximum speed limit and the target correction factor. The target correction factor is selected from the first correction factor and the second correction factor; for example, the smallest value can be selected.

[0102] Step 340: Determine the safe distance based on the current vehicle speed, road slope, and preset calibration relationship.

[0103] Regarding step 310 above, the preset first correspondence can be in tabular form, which describes the correspondence between road slope and the first correction coefficient. See Table 1 below for details:

[0104] Table 1

[0105]

[0106] In Table 1 above, slope θ represents the road slope, and f_θ represents the first correction factor.

[0107] Regarding step 320 above, the preset second correspondence can also be in tabular form, which describes the correspondence between road curvature and the second correction coefficient. Please refer to Table 2 below for details:

[0108] Table 2

[0109]

[0110] In Table 2 above, curvature k represents the road curvature, and f_k represents the second correction coefficient.

[0111] Regarding step 330 above, the final target correction coefficient f = min(f_θ, f_k) can be selected, and then the maximum speed limit of the road can be multiplied by this target correction coefficient to obtain the safe speed V. 安全目标 =V1*f.

[0112] V1 is the maximum speed limit for the road.

[0113] For step 340 above, the preset calibration relationships can be found in Table 3 below:

[0114] Table 3

[0115]

[0116] In Table 3 above, vehicle speed V represents the current vehicle speed, and gradient θ represents the road gradient.

[0117] After determining the safe speed and safe distance, we obtain the safe speed difference = current speed - safe speed, and the safe distance difference = actual distance between the vehicle and the obstacle in front - safe distance.

[0118] The safe speed difference and safe distance difference provided in this application's embodiments can eliminate the limitations of fixed thresholds through a target correction coefficient f, ensuring that the safe speed and safe distance match actual road conditions. For example, in a curve scenario, the second correction coefficient (f_k) will reduce the maximum speed limit of the road, avoiding the risk of speeding due to not considering the curve radius; in a steep downhill scenario (e.g., slope θ = -20%), the first correction coefficient (f_θ) will further reduce the safe speed, ensuring that the braking intensity is sufficient to cope with inertia. By dynamically calibrating the safe distance, the safety redundancy can be adjusted according to the current vehicle speed and slope (θ), avoiding misjudgments caused by a single parameter (such as a fixed distance threshold). This improves the flexibility and accuracy of the safety threshold calculation, providing a reliable basis for subsequent control strategies and ensuring vehicle safety.

[0119] Furthermore, based on the above embodiments, after determining the safe distance difference and the safe speed difference, the driver's driving intention can be further determined through the following steps:

[0120] Step (11): If both the safety distance difference and the safety speed difference are greater than or equal to the preset value (e.g., zero), then it is determined to be a coasting intention;

[0121] Step (12): If the difference in safe distance and / or the difference in safe speed are less than the preset value, it is determined that the vehicle intends to decelerate.

[0122] Regarding the above step (11), taking the preset value as zero as an example, when the difference between the safe distance and the difference between the safe speed are both greater than zero, it means that there is sufficient safety redundancy between the vehicle and the obstacle in front, and no dangerous accidents such as collisions will occur. At this time, the vehicle slides with the second kinetic energy recovery torque (i.e. the second torque) to achieve deceleration control.

[0123] The value of the second kinetic energy recovery torque is in the range of [-150, 0]. When the second kinetic energy recovery torque is negative, it means that the motor generates a reverse torque (i.e., kinetic energy recovery torque). At this time, the motor generates electricity under the action of the reverse torque and charges the generated electrical energy into the car battery.

[0124] Regarding step (12) above, when the safety distance difference is less than zero, it indicates that the safety distance between the vehicle and the obstacle in front is insufficient; while when the safety speed difference is less than zero, it indicates that the vehicle speed exceeds the speed limit and there is a risk of speeding.

[0125] Regardless of whether the difference in safe distance is less than zero or the difference in safe speed is less than zero, the vehicle should decelerate after the driver releases the accelerator pedal, i.e., use the first kinetic energy recovery torque (i.e., the first torque) to control the vehicle to decelerate.

[0126] The first kinetic energy recovery torque is less than the second kinetic energy recovery torque, and when the vehicle uses the first kinetic energy recovery torque to decelerate, it must decelerate to zero before colliding with the obstacle in front.

[0127] The driving intention recognition method provided in this application utilizes multiple driving road condition information and combines it with the vehicle's current speed to determine the safe distance difference and safe speed difference, and then determines the range of values ​​for the safe distance difference and safe speed difference. This enables accurate recognition of the driver's intention, improves the adaptability and accuracy of the kinetic energy recovery control strategy, and balances safety and energy efficiency.

[0128] Based on the above embodiments, in some embodiments, Figure 4 This is a schematic diagram of the process for determining the first kinetic energy recovery torque provided in an embodiment of this application, as shown below. Figure 4As shown, it includes the following steps:

[0129] Step 410: Determine the initial torque based on the current vehicle speed and the preset third correspondence;

[0130] Step 420: Based on the safe speed difference and the safe distance difference, determine the speed correction torque and the distance correction torque;

[0131] Step 430: Determine the first kinetic energy recovery torque based on the initial torque, vehicle speed correction torque, and distance correction torque. The first kinetic energy recovery torque can be used as the first torque to achieve kinetic energy recovery from the vehicle during deceleration.

[0132] Regarding step 410 above, the preset third correspondence can be in tabular form, which describes the correspondence between vehicle speed and initial torque. Please refer to Table 4 below for details:

[0133] Table 4

[0134]

[0135] In Table 4 above, vehicle speed V represents the current vehicle speed (in kilometers per hour), and T1 represents the initial torque (in Newtons per meter).

[0136] In some embodiments, when the driving intention is to coast, the corresponding initial torque can be found based on the current vehicle speed and a preset third correspondence, and then the initial torque can be used as the second kinetic energy recovery torque (i.e., the second torque) to control the vehicle to coast with the second kinetic energy recovery torque in order to achieve kinetic energy recovery.

[0137] Regarding step 420 above, the speed correction torque can be determined based on the safe speed difference; and the distance correction torque can be determined based on the safe distance difference, thereby achieving dual risk control of the safe distance difference and the safe speed difference.

[0138] For step 430 above, the first kinetic energy recovery torque = initial torque + vehicle speed correction torque + distance correction torque.

[0139] The method for determining the first kinetic energy recovery torque provided in this application embodiment determines the speed correction torque and distance correction torque by utilizing the safe speed difference and the safe distance difference. This enables dual risk control of distance and speed, improving the safety of the vehicle during deceleration and kinetic energy recovery using the first kinetic energy recovery torque.

[0140] The following examples describe in detail how to determine the speed correction torque and distance correction torque using the safe speed difference and the safe distance difference.

[0141] Figure 5The flowchart for determining the distance correction torque provided in the embodiments of this application is as follows: Figure 5 As shown, it includes the following steps:

[0142] Step 510: If the safety distance difference is less than or equal to the preset value, and the safety speed difference is greater than the preset value, then the speed correction torque is determined to be zero.

[0143] Step 520: Based on the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the distance deviation corresponding to the safety distance difference, and the preset fourth correspondence, determine the first proportional coefficient, the first integral coefficient, and the first differential coefficient;

[0144] Step 530: Using the safety clearance difference, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient as inputs to the first proportional-integral-derivative controller, obtain the output result of the first proportional-integral-derivative controller and determine it as the distance correction torque.

[0145] In this embodiment, the preset value can be zero.

[0146] Alternatively, the kinetic energy recovery torque (including the first kinetic energy recovery torque and the second kinetic energy recovery torque) can be calculated using the following formula:

[0147] T = T1 + (w1 * ΔT_L + w2 * ΔT_V)

[0148] In the above formula, T is the kinetic energy recovery torque (including the first kinetic energy recovery torque and the second kinetic energy recovery torque), T1 is the initial torque, w1 is the first weighting coefficient, w2 is the second weighting coefficient, ΔT_L is the distance torque, and ΔT_V is the vehicle speed torque.

[0149] Wherein, distance correction torque = w1*ΔT_L; vehicle speed correction torque = w2*ΔT_V.

[0150] In some embodiments, the first weighting coefficient and the second weighting coefficient, as well as the torque control strategy implemented by the vehicle, can be determined using Table 5 below:

[0151] Table 5

[0152]

[0153] Referring to Table 5 above, after the driver releases the accelerator pedal, if the detected safe distance difference ΔL is greater than zero and the safe speed difference ΔV is greater than zero, then both the first weighting coefficient w1 and the second weighting coefficient w2 are set to zero. At this time, the distance correction torque and the speed correction torque are also zero. That is, the driving intention at this time is a coasting intention, and the vehicle will coast based on the initial torque T1.

[0154] Regarding step 510 above, referring to Table 5 above, when the safety distance difference ΔL is less than zero and the safety speed difference ΔV is greater than zero, the torque control strategy implemented at this time is deceleration.

[0155] Among them, the second weighting coefficient w2=0, the corresponding vehicle speed correction torque =w2*ΔT_V=0, that is, the vehicle speed correction torque is equal to zero.

[0156] Regarding step 520 above, since the first weighting coefficient w1=1 and the distance correction torque=w1*ΔT_L, it is necessary to calculate the distance torque ΔT_L in order to determine the kinetic energy recovery torque T based on the above torque calculation formula, which is then used as the second kinetic energy recovery torque.

[0157] The proportional-integral-derivative (PID) correction can be calculated using the safety clearance difference ΔL. The original expression for the PID controller is as follows:

[0158] u(t)=Kp*e(t)+Ki*∫e(t)dt+Kd*de(t) / dt

[0159] In the above formula, u(t) is the controller output (i.e., the distance correction torque ΔT_L), e(t) is the error signal (i.e., the safety clearance difference ΔL), Kp, Ki, and Kd are the proportional coefficient, integral coefficient, and derivative coefficient, respectively, and t is time.

[0160] Based on the original expression of the PID controller mentioned above, the calculation expression for the distance correction torque ΔT_L can be obtained:

[0161] ΔT_L=Kp_L*ΔL(t)+Ki_L*∫ΔL(t)dt+Kd_L*dΔL(t) / dt

[0162] In the above formula, ΔL represents the safety distance difference, Kp_L is the first proportional coefficient, Ki_L is the first integral coefficient, and Kd_L is the first differential coefficient. Kp_L, Ki_L, and Kd_L are determined by the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the distance range corresponding to the safety distance difference, and the preset fourth correspondence relationship, respectively.

[0163] Considering that the current vehicle speed directly affects the vehicle's inertia—for example, at high speeds, the inertia is greater, so the PID control intensity should be smaller, meaning a slower response; while at low speeds, the inertia is smaller, so the PID control intensity should be larger, meaning a faster response—the vehicle speed range can be divided into the following three levels:

[0164] (1) Low speed: 0~40 km / h (corresponding to urban congestion scenarios, sensitive to distance)

[0165] (2) Medium speed: 40~80 km / h (corresponding to suburban scenes, where distance and speed are balanced)

[0166] (3) High speed: 80~120 km / h (corresponds to high-speed cruising scenarios, sensitive to speed)

[0167] Considering that the gradient affects the braking or coasting resistance characteristics of a vehicle (stronger braking is required downhill, while uphill resistance naturally inhibits speed), the gradient range can be divided into the following four levels:

[0168] (1) Steep downhill: -20%~-10% (high vehicle braking demand, requiring strong damping to suppress overshoot);

[0169] (2) Gentle downhill: -10%~0% (moderate vehicle braking requirements);

[0170] (3) Gentle uphill slope: 0%~10% (natural resistance exists, vehicle braking demand is low);

[0171] (4) Steep uphill: 10%~20% (strong resistance, requires weak braking to avoid excessive speed drop);

[0172] Considering that the magnitude of the distance deviation determines the adjustment intensity (large deviations require rapid response, while small deviations require fine adjustment), the distance deviation can be divided into the following two levels:

[0173] (1) Large deviation: ΔL < -5 meters (requires strong proportional adjustment and weakened integral adjustment);

[0174] (2) Small deviation: |ΔL|≥-5 meters (weak proportional + integral is needed to eliminate steady-state error, and strong differential is needed to suppress oscillation).

[0175] It should be noted that the above three-dimensional interval level division is only an example. In actual applications, additional levels and interval threshold settings can be added according to actual functional needs.

[0176] The fourth pre-defined correspondence can be in tabular form, as shown in Table 6 below:

[0177] Table 6

[0178]

[0179] In the table above, the current vehicle speed is in kilometers per hour (km / h), and the distance deviation is in meters (m).

[0180] For step 530 above, the first proportional-integral-derivative controller has a built-in calculation expression for the distance correction torque ΔT_L. The safety distance difference, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient are used as inputs to the first proportional-integral-derivative controller to obtain the output result of the first proportional-integral-derivative controller and determine it as the distance correction torque.

[0181] The method for determining the first kinetic energy recovery torque provided in this application embodiment uses PID control and weight allocation of the first weight coefficient W1 and the second weight coefficient W2. When the distance is insufficient but the vehicle speed is safe (ΔL<0, ΔV>0), the first weight coefficient W1 corresponding to the distance PID is adjusted to 1 first, which can quickly converge the safe distance difference ΔL, avoid misjudgment caused by vehicle speed fluctuations, and ensure the vehicle deceleration effect and vehicle safety.

[0182] Figure 6 The flowchart for determining the vehicle speed correction torque provided in the embodiments of this application is as follows: Figure 6 As shown, it includes the following steps:

[0183] Step 610: If the safety distance difference is greater than or equal to the preset value, and the safety speed difference is less than the preset value, then the distance correction torque is determined to be zero.

[0184] Step 620: Based on the speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the speed deviation corresponding to the safe speed difference, and the preset fifth correspondence, determine the second proportional coefficient, the second integral coefficient, and the second differential coefficient;

[0185] Step 630: Using the safe vehicle speed difference, the second proportional coefficient, the second integral coefficient, and the second derivative coefficient as inputs to the second proportional-integral-derivative controller, obtain the output result of the second proportional-integral-derivative controller and determine it as the vehicle speed correction torque.

[0186] Regarding step 610 above, referring to Table 5 above, when the safety distance difference ΔL is greater than zero and the safety speed difference ΔV is less than zero, the torque control strategy implemented at this time is still deceleration.

[0187] Among them, the first weighting coefficient w1=0, and the corresponding distance correction torque =w1*ΔT_L=0.

[0188] Regarding step 620 above, based on the original expression of the PID controller, the calculation expression for the vehicle speed correction torque ΔT_V can be obtained:

[0189] ΔT_V=Kp_v*ΔV(t)+*Ki_v·∫ΔV*(t)dt +Kd_v*dΔV(t) / dt

[0190] In the above formula, ΔV represents the safe speed difference, Kp_v is the second proportional coefficient, Ki_v is the second integral coefficient, and Kd_v is the second differential coefficient. Kp_v, Ki_v, and Kd_v are determined by the speed range corresponding to the current speed, the slope range corresponding to the road gradient, the speed deviation corresponding to the safe speed difference, and the preset fifth correspondence, respectively.

[0191] The current vehicle speed range and the road gradient range can be referenced in the above embodiment. Regarding the speed deviation corresponding to the safe speed difference, considering that the magnitude of the speed deviation determines the adjustment intensity (large deviations require rapid response, small deviations require fine adjustment), the speed deviation can be divided into the following two levels:

[0192] (1) Large deviation: |ΔV| < -10 km / h (requires strong proportional adjustment and weakened integral adjustment);

[0193] (2) Small deviation: |ΔV|≥-10 km / h (weak proportional + integral is needed to eliminate steady-state error, and strong differential is needed to suppress oscillation).

[0194] The pre-defined fifth correspondence can be in tabular form, as shown in Table 7 below:

[0195] Table 7

[0196]

[0197] In the table above, the units for current vehicle speed and speed deviation are kilometers per hour (km / h).

[0198] For step 630 above, the second proportional-integral-derivative controller has a built-in calculation expression for the vehicle speed correction torque ΔT_V. The vehicle speed-distance difference, the second proportional coefficient, the second integral coefficient, and the second derivative coefficient are used as inputs to the second proportional-integral-derivative controller. The output result of the second proportional-integral-derivative controller is obtained and determined as the vehicle speed correction torque.

[0199] In this embodiment of the application, in a high-speed scenario, by assigning a value of 1 to the second weighting coefficient W2 and a value of zero to the first weighting coefficient W1, the safe speed difference ΔV can be quickly calculated using the speed PID, thereby further improving the smoothness of gliding while ensuring safety.

[0200] Figure 7 The flowchart for determining the distance correction torque and vehicle speed correction torque provided in the embodiments of this application is as follows: Figure 7 As shown, it includes the following steps:

[0201] Step 710: If the safe speed difference and the safe distance difference are both less than or equal to the preset values, then determine the first weighting coefficient and the second weighting coefficient based on the vehicle's current speed and the preset sixth correspondence.

[0202] Step 720: Based on the output of the first proportional-integral-derivative controller and the first weighting coefficient, determine the distance correction torque;

[0203] Step 730: Based on the output of the second proportional-integral-derivative controller and the second weighting coefficient, determine the distance correction torque.

[0204] Regarding step 710 above, referring to Table 5, when the safety distance difference ΔL is less than zero and the safety speed difference ΔV is also less than zero, the torque control strategy implemented is deceleration. Here, the first weighting coefficient w1 ≠ 0, and the second weighting coefficient w2 ≠ 0.

[0205] The preset sixth correspondence can be in tabular form, which describes the correspondence between the current vehicle speed and the first and second weighting coefficients. Please refer to Table 8 below for details:

[0206] Table 8

[0207]

[0208] Where w1 + w2 = 1.

[0209] Regarding step 720 above, since both the first weight coefficient w1 and the second weight w2 are not zero, and as described in the above embodiment, the output of the first proportional-integral-derivative controller is ΔT_L and the output of the second proportional-integral-derivative controller is ΔT_V, it can be determined that the distance correction torque = w1 * ΔT_L and the vehicle speed correction torque = w2 * ΔT_V.

[0210] Regarding step 730 above, when calculating ΔT_L and ΔT_V using the first proportional-integral-derivative controller (referred to as distance PID in Table 9 below) and the second proportional-integral-derivative controller (referred to as speed PID in Table 9 below) respectively, the selection principles for the proportional coefficient, integral coefficient, and derivative coefficient are as follows: Table 9

[0211] Table 9

[0212]

[0213] Among them, the selection of kp, ki and kd of the dual-input PID (distance PID corresponding to ΔL and speed PID corresponding to ΔV) needs to be combined with the vehicle dynamic characteristics (vehicle speed, slope) and the degree of deviation (the magnitude of ΔL or ΔV). The core objective is: the distance PID prioritizes ensuring fast convergence (avoiding vehicle collisions), and the speed PID prioritizes ensuring stability (avoiding vehicle speed fluctuations).

[0214] In this embodiment, through the coordinated control of dual-input PID (speed PID and distance PID), the vehicle can dynamically adjust the correction torque (ΔT_L and ΔT_V) according to the real-time difference (ΔL and ΔV), thereby improving the flexibility and stability of the kinetic energy recovery torque control strategy and reducing the abruptness during driving.

[0215] The following provides a detailed introduction to this solution through several examples combined with actual vehicle driving scenarios.

[0216] Figure 8 An interactive schematic diagram of the kinetic energy intelligent recovery process provided for the implementation of this application is shown below. Figure 8 As shown, the vehicle can be equipped with an "intelligent deceleration assist function". Before the driver releases the accelerator pedal, he must first activate the "intelligent deceleration assist function". At this time, the vehicle cabin will display text or sound that is different from the driving experience of the regular fixed energy recovery mode (such as "intelligent deceleration assist function is activated, and the energy recovery intensity is intelligently and dynamically adjusted according to the vehicle's environment").

[0217] When the vehicle is in a drive gear (e.g., "D") and the driver presses the accelerator pedal, the vehicle accelerates normally. However, if the driver releases the accelerator pedal, the vehicle begins to execute deceleration control. The vehicle first identifies the accelerator release condition, which includes the following:

[0218] (1) Reduce speed to target speed according to the speed limit requirements of different road conditions; (2) Reduce speed to safe distance according to the distance to the vehicle in front; (3) Reduce speed on curves; (4) Reduce speed on downhill slopes; (5) Reduce speed according to speed bumps and potholes; (6) Reduce speed and stop when traffic lights are detected; (7) Reduce speed or stop when yielding to other vehicles; (8) Other conditions.

[0219] Under the aforementioned conditions of releasing the accelerator, the vehicle can adopt corresponding coasting or deceleration strategies. When using a deceleration strategy, the first kinetic energy recovery torque is used for kinetic energy recovery; while when using a coasting strategy, the second kinetic energy recovery torque is used for kinetic energy recovery.

[0220] Furthermore, Figure 9The intelligent deceleration calculation and judgment logic diagram provided in this application embodiment first determines whether the [intelligent auxiliary deceleration function] is activated. If it is not activated, the kinetic energy recovery torque is calculated according to the normal kinetic energy recovery mode. If the vehicle recognizes that the driver has activated the [intelligent auxiliary deceleration function], and the vehicle is currently in a forward gear and the driver has released the accelerator pedal, the kinetic energy recovery torque is calculated according to the deceleration control method provided in this application.

[0221] The vehicle will eventually conduct torque arbitration to determine whether the kinetic energy recovery torque is calculated using the deceleration control method or the kinetic energy recovery torque calculated using the normal kinetic energy recovery mode, and send the arbitration result to the motor.

[0222] Figure 10 This is a schematic diagram of the deceleration control device provided in an embodiment of this application. Figure 10 As shown, the deceleration control device 1000 includes: an information acquisition module 1010, a difference determination module 1020, an intent determination module 1030, and a control module 1040.

[0223] The information acquisition module 1010 is used to acquire the current vehicle speed and road condition information when the driver releases the accelerator pedal during vehicle operation.

[0224] The difference determination module 1020 is used to determine the safe speed difference and the safe distance difference based on the current vehicle speed, road condition information, safe vehicle speed and safe distance;

[0225] The intent determination module 1030 is used to determine the driving intent based on the safe speed difference and the safe distance difference, wherein the driving intent is either a deceleration intent or a coasting intent;

[0226] The control module 1040 is used to control the vehicle to decelerate with torque corresponding to the driving intention.

[0227] In one alternative approach, the control module 1040 may be used to: control the vehicle to decelerate with a first torque if the driving intention is to decelerate; and control the vehicle to decelerate with a second torque if the driving intention is to coast, wherein the first torque is greater than the second torque.

[0228] In one optional approach, the road condition information includes the maximum speed limit, road curvature, road gradient, and a first distance between the vehicle and an obstacle ahead. Correspondingly, the difference determination module 1020 is specifically used for: selecting a target correction coefficient from a first correction coefficient and a second correction coefficient; determining a safe speed based on the maximum speed limit and the target correction coefficient; determining a safe distance based on the current speed, road gradient, and a preset calibration relationship; determining the difference between the current speed and the safe speed as the safe speed difference; and determining the difference between the first distance and the safe distance as the safe distance difference. Wherein, the first correction coefficient is determined based on the road gradient and a preset first correspondence relationship, the second correction coefficient is determined based on the road curvature and a preset second correspondence relationship, and the target correction coefficient is selected from the first and second correction coefficients.

[0229] In one alternative approach, the intent determination module 1030 is specifically used to: determine a coasting intent if both the safety distance difference and the safety speed difference are greater than or equal to preset values; and determine a deceleration intent if the safety distance difference and / or the safety speed difference are less than preset values.

[0230] In one alternative embodiment, a torque determination module is also included, for: determining an initial torque based on the current vehicle speed and a preset third correspondence; determining a speed correction torque and a distance correction torque based on a safe speed difference and a safe distance difference; and determining a first kinetic energy recovery torque based on the initial torque, the speed correction torque, and the distance correction torque.

[0231] In one optional approach, the torque determination module is specifically used to: determine the speed correction torque as zero if the safety distance difference is less than or equal to a preset value and the safety speed difference is greater than a preset value; and determine a first proportional coefficient, a first integral coefficient, and a first derivative coefficient based on the speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the distance deviation corresponding to the safety distance difference, and a preset fourth correspondence; and use the safety distance difference, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient as inputs to a first proportional-integral-derivative controller to obtain the output result of the first proportional-integral-derivative controller and determine it as the distance correction torque.

[0232] In one optional approach, the torque determination module is specifically used to: determine the distance correction torque as zero if the safe distance difference is greater than a preset value and the safe speed difference is less than or equal to a preset value; and determine a second proportional coefficient, a second integral coefficient, and a second derivative coefficient based on the speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the speed deviation corresponding to the safe speed difference, and a preset fifth correspondence; and use the safe speed difference, the second proportional coefficient, the second integral coefficient, and the second derivative coefficient as inputs to the second proportional-integral-derivative controller to obtain the output result of the second proportional-integral-derivative controller and determine it as the speed correction torque.

[0233] In one alternative approach, the torque determination module is specifically used to: if both the safe speed difference and the safe distance difference are less than or equal to preset values, determine a first weighting coefficient and a second weighting coefficient based on the vehicle's current speed and a preset sixth correspondence; and determine the distance correction torque based on the output of the first proportional-integral-derivative controller and the first weighting coefficient; and determine the distance correction torque based on the output of the second proportional-integral-derivative controller and the second weighting coefficient.

[0234] The deceleration control device provided in this application accurately identifies the driver's intentions and uses different kinetic energy recovery torques to recover kinetic energy from the vehicle under different driving intentions. In this way, the intensity of kinetic energy recovery can be flexibly adjusted based on the driver's intentions, improving the flexibility of the kinetic energy recovery strategy and solving the problem that the traditional kinetic energy recovery mode of new energy vehicles is singular and is a fixed recovery mode that distinguishes between strong and weak levels.

[0235] Figure 11 The diagram provided is a structural schematic of an electronic device according to an embodiment of this application. The specific embodiments of this invention do not limit the specific implementation of the electronic device.

[0236] like Figure 11 As shown, the electronic device 1100 may include: one or more processors 1101 and a communication interface 1103; the processor 1101 is used to execute the steps in the above method embodiments.

[0237] The vehicle may also include a memory 1102 and a communication bus 1104.

[0238] The processor 1101, communication interface 1103, and memory 1102 communicate with each other via communication bus 1104. Communication interface 1103 is used to communicate with other network elements such as clients or other servers. The processor 1101 executes program 1105, specifically performing the relevant steps in the above method embodiments.

[0239] Specifically, program 1105 may include program code comprising computer-executable instructions. Processor 1101 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The vehicle may include one or more processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0240] Memory 1102 is used to store program 1105. Memory 1102 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0241] Specifically, program 1105 can be called by processor 1101 to cause the vehicle to perform the following operations: when the vehicle detects that the driver has released the accelerator pedal during driving, it acquires the current vehicle speed and road condition information; and based on the current vehicle speed, road condition information, the vehicle's safe speed and safe distance, it determines the safe speed difference and safe distance difference; and based on the safe speed difference and safe distance difference, it determines the driving intention, which includes a deceleration intention and a coasting intention; and if the driving intention is a deceleration intention, it performs kinetic energy recovery based on the first kinetic energy recovery torque; and if the driving intention is a coasting intention, it performs kinetic energy recovery based on the second kinetic energy recovery torque.

[0242] The electronic device provided in this application embodiment accurately identifies the driver's intentions and uses different kinetic energy recovery torques to recover kinetic energy from the vehicle under different driving intentions. In this way, the intensity of kinetic energy recovery can be flexibly adjusted based on the driver's intentions, improving the flexibility of the kinetic energy recovery strategy and solving the problem that the traditional kinetic energy recovery mode of new energy vehicles is singular and is a fixed recovery mode that distinguishes between strong and weak levels.

[0243] This application provides a vehicle including a vehicle body and an electronic device disposed within the vehicle body. The electronic device can execute the aforementioned deceleration control method. For example, the electronic device may be a VCU (Vehicle Control Unit) within the vehicle. The vehicle provided in this application accurately identifies the driver's intentions and uses different regenerative braking torques to recover kinetic energy under different driving intentions. This allows for flexible adjustment of the regenerative braking intensity based on the driver's intentions, improving the flexibility of the regenerative braking strategy and solving the problem of traditional new energy vehicles having a single, fixed regenerative braking mode with varying strength levels.

[0244] This application also provides a computer-readable storage medium storing at least one executable instruction that, when executed on a vehicle or data monitoring device, causes the vehicle or data monitoring device to perform the method described in any of the above method embodiments. The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0245] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0246] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, for the sake of brevity and to aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments are sometimes grouped together in a single embodiment, figure, or description thereof. The claims, which follow the detailed description, are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0247] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0248] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A deceleration control method, characterized in that, The method includes: When the vehicle detects that the driver has released the accelerator pedal while it is in motion, it obtains information on the current vehicle speed and road conditions. Based on the current vehicle speed, the road condition information, the vehicle's safe speed and safe distance, determine the safe speed difference and the safe distance difference; Based on the safe speed difference and the safe distance difference, the driving intention is determined, which is either a deceleration intention or a coasting intention. Control the vehicle to decelerate with the torque corresponding to the driving intention.

2. The method according to claim 1, characterized in that, Controlling the vehicle to decelerate with the torque corresponding to the driving intention includes: If the driving intention is to decelerate, then the vehicle is controlled to decelerate using the first torque. If the driving intention is to coast, the vehicle is decelerated by a second torque, wherein the first torque is greater than the second torque.

3. The method according to claim 1, characterized in that, The driving condition information includes the maximum speed limit, road curvature, road gradient, and the first distance between the vehicle and an obstacle in front. The process of determining the safe speed difference and safe distance difference based on the current vehicle speed, the road condition information, the vehicle's safe speed, and the safe distance includes: A target correction coefficient is selected from a first correction coefficient and a second correction coefficient, wherein the first correction coefficient is determined based on the road slope and a preset first correspondence, and the second correction coefficient is determined based on the road curvature and a preset second correspondence. The safe speed is determined based on the road's maximum speed limit and the target correction factor; The safety distance is determined based on the current vehicle speed, the road gradient, and the preset calibration relationship; The difference between the current vehicle speed and the safe vehicle speed is determined as the safe vehicle speed difference; The difference between the first distance and the safety distance is determined as the safety distance difference.

4. The method according to any one of claims 1-3, characterized in that, Determining the driving intention based on the safe speed difference and the safe distance difference includes: If both the safety distance difference and the safety speed difference are greater than or equal to the preset values, then the intention to coast is determined. If the difference in safe distance and / or the difference in safe speed are less than the preset value, then it is determined to be the intention to decelerate.

5. The method according to claim 2, characterized in that, The method further includes: Based on the current vehicle speed and the preset third correspondence, the initial torque is determined; Based on the safe speed difference and the safe distance difference, determine the speed correction torque and the distance correction torque; The first torque is determined based on the initial torque, the speed correction torque, and the distance correction torque.

6. The method according to claim 5, characterized in that, The step of determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes: If the safety distance difference is less than or equal to a preset value, and the safety speed difference is greater than the preset value, then the speed correction torque is determined to be zero. Based on the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the distance deviation corresponding to the safety distance difference, and the preset fourth correspondence, the first proportional coefficient, the first integral coefficient, and the first differential coefficient are determined. Using the safety distance difference, the first proportional coefficient, the first integral coefficient, and the first derivative coefficient as inputs to the first proportional-integral-derivative controller, the output result of the first proportional-integral-derivative controller is obtained and determined as the distance correction torque.

7. The method according to claim 5, characterized in that, The step of determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes: If the safety distance difference is greater than a preset value, and the safety speed difference is less than or equal to the preset value, then the distance correction torque is determined to be zero. Based on the vehicle speed range corresponding to the current vehicle speed, the slope range corresponding to the road slope, the speed deviation corresponding to the safe vehicle speed difference, and the preset fifth correspondence, the second proportional coefficient, the second integral coefficient, and the second differential coefficient are determined. Using the safe vehicle speed difference, the second proportional coefficient, the second integral coefficient, and the second derivative coefficient as inputs to the second proportional-integral-derivative controller, the output result of the second proportional-integral-derivative controller is obtained and determined as the vehicle speed correction torque.

8. The method according to claim 6 or 7, characterized in that, The step of determining the speed correction torque and distance correction torque based on the safe speed difference and the safe distance difference includes: If both the safe speed difference and the safe distance difference are less than or equal to the preset value, then the first weighting coefficient and the second weighting coefficient are determined based on the vehicle's current speed and the preset sixth correspondence. Based on the output of the first proportional-integral-derivative controller and the first weighting coefficient, the distance correction torque is determined. The distance correction torque is determined based on the output of the second proportional-integral-derivative controller and the second weighting coefficient.

9. A deceleration control device, characterized in that, include: The information acquisition module is used to acquire the current vehicle speed and road condition information when the driver releases the accelerator pedal during vehicle operation. The difference determination module is used to determine the safe speed difference and the safe distance difference based on the current vehicle speed, the driving road condition information, the vehicle's safe speed and safe distance; The intention determination module is used to determine the driving intention based on the safe speed difference and the safe distance difference, wherein the driving intention is either a deceleration intention or a coasting intention; The control module is used to control the vehicle to decelerate with the torque corresponding to the driving intention.

10. A vehicle, characterized in that, The vehicle includes a vehicle body and electronic equipment, the electronic equipment being used to perform the method as described in any one of claims 1-8.

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