Intelligent driving throttle override control method, control system, vehicle and storage medium

Abstract

The application discloses an intelligent driving throttle override control method, a control system, a vehicle and a storage medium. The control method comprises the following steps: issuing a throttle override signal; issuing a deceleration request; issuing a negative torque capability signal; performing electro-hydraulic brake distribution and controlling the vehicle to execute braking; wherein the deceleration request exit curve and the negative torque capability exit curve are both S-shaped curves. The intelligent driving control system comprises: a hybrid power controller; an intelligent driving controller; a brake distributor. The vehicle comprises: a memory; a processor; a runnable program, the runnable program being stored in the memory, and the runnable program being executed by the processor to implement an intelligent driving throttle override control method according to any one of the above. The storage medium stores computer executable instructions, and the computer executable instructions are used for making a computer execute an intelligent driving throttle override control method. The exit strategy of the scheme simulates human driving characteristics and optimizes driving smoothness.

Description

Technical Field

[0001] This invention relates to the technical field of intelligent driving, specifically to an intelligent driving throttle over-control method, control system, vehicle, and storage medium. Background Technology

[0002] During deceleration in SACC mode of intelligent driving, when the driver presses the accelerator to override (pressing the accelerator in intelligent driving mode), the existing strategies have obvious shortcomings: there is a delay in the signal interaction between the HAD controller and the HCU and IBC systems, and the reduction of braking torque is not synchronized with the switching of motor torque, which causes noise in the hydraulic braking system due to pressure build-up; the braking force disengagement mostly adopts a linear strategy, which cannot match the characteristics of human driving and is prone to causing panic and discomfort; at the same time, the electric braking is not fully involved, and the kinetic energy recovery efficiency is insufficient, which not only affects the driving quality but also wastes energy, and there is a lack of a dedicated collaborative control scheme for this scenario. Summary of the Invention

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides an intelligent driving throttle overload control method, a control system, a vehicle, and a storage medium.

[0004] According to a first aspect of the present invention, an intelligent driving throttle overload control method includes the following steps: Based on the accelerator pedal status, a throttle over-control signal is issued; In response to the throttle over-control signal, a deceleration request is issued, causing the deceleration request to return to zero according to the preset deceleration request exit curve; In response to the throttle over-control signal, a negative torque capability signal is issued, causing the negative torque capability to exit to zero according to the preset negative torque capability exit curve; In response to deceleration requests and negative torque capabilities, electro-hydraulic brake distribution is performed, and the vehicle is controlled to perform braking based on the electro-hydraulic brake distribution results; The deceleration request exit curve and the negative torque capability exit curve both include: a first exit segment, a second exit segment, and a third exit segment connected smoothly in sequence, and the absolute value of the average slope of the second exit segment is greater than the absolute value of the average slope of the first exit segment and the third exit segment.

[0005] The intelligent driving throttle overload control method according to embodiments of the present invention has at least the following beneficial effects: By employing a curve exit strategy, the deceleration variation of "slow at the beginning, fast in the middle, and slow at the end" during human driving is simulated, avoiding abrupt changes or loss of deceleration. This matches the operating habits of human drivers and can significantly optimize the smoothness of driving during overtaking, thereby ensuring the passenger experience.

[0006] According to some embodiments of the present invention, the deceleration request is issued simultaneously with the negative torque capability.

[0007] According to some embodiments of the present invention, when performing electro-hydraulic braking distribution, electric braking is preferentially used to respond to the deceleration request.

[0008] According to some embodiments of the present invention, during throttle over-control, the deceleration capability corresponding to the negative torque capability is always greater than or equal to the deceleration request, so as to avoid the use of hydraulic braking.

[0009] According to some embodiments of the present invention, during the process of disengaging negative torque capability, the negative torque of the motor smoothly switches to the positive drive torque corresponding to the accelerator pedal opening, and the absolute value of the rate of change of the vehicle's deceleration is controlled to be less than or equal to 0.5 m / s³. According to some embodiments of the present invention, when the accelerator pedal opening is greater than the over-control trigger threshold, an over-control signal is issued within ≤10ms.

[0010] According to a second aspect of the present invention, an intelligent driving control system includes: A hybrid power controller is used to monitor the accelerator pedal status and send the accelerator overload signal and negative torque capability signal; The intelligent driving controller is used to receive the throttle over-control signal and issue the deceleration request; A brake distributor is used to receive and respond to the deceleration request and the negative torque capability signal to distribute braking force to the electric braking system and the hydraulic braking system.

[0011] According to some embodiments of the present invention, it further includes: a sensor for acquiring road traffic information and vehicle motion status, and sending the road traffic information and vehicle motion status to the intelligent driving controller.

[0012] A vehicle according to a third aspect of an embodiment of the present invention includes: Memory; processor; An executable program, which is stored in a memory, and when executed by a processor, implements an intelligent driving throttle overload control method as described in any of the above.

[0013] According to a fourth aspect of the present invention, a computer-readable storage medium stores computer-executable instructions for causing a computer to perform an intelligent driving throttle overload control method as described in any of the preceding claims.

[0014] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. Attached Figure Description

[0015] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This diagram illustrates the throttle overload signal, deceleration request, and exit curve of the motor's negative torque capability. Figure 2 A schematic diagram illustrating the coordination between the driver and various hardware components; Figure 3 This is a schematic diagram of the control flow of the intelligent driving throttle over-control method. Detailed Implementation

[0016] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0017] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0018] In the description of this invention, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or the order in which the indicated technical features are presented.

[0019] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0020] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described below are some embodiments of the present invention, not all embodiments.

[0021] With the popularization of intelligent driving technology, more and more cars are equipped with autonomous driving technology. When the vehicle is in intelligent driving mode, if the driver feels that the speed is too low, he may press the accelerator to accelerate and then release the accelerator. The industry urgently needs an optimized solution to adapt to the throttle override scenario in SACC mode, which needs to achieve rapid signal interaction and torque coordinated transition, and eliminate braking pressure build-up noise.

[0022] The intelligent driving control system includes: sensors, hybrid power controller (HCU), intelligent driving controller (HAD), and brake distributor (IBC).

[0023] The system is equipped with multiple sensors, including cameras, radar, deceleration sensors, and other sensors, which are used to acquire information such as road traffic information.

[0024] The Intelligent Driving Controller (HAD) can receive various road traffic information sent by sensors and send deceleration requests to the brake distributor (IBC).

[0025] The hybrid power controller (HCU) can monitor the accelerator pedal signal in real time and send an override signal to the intelligent driving controller (HAD) based on the accelerator pedal signal; send the motor's ability to respond to negative torque (negative torque capability) to the brake distributor (IBC); and receive the electric braking request sent by the brake distributor (IBC) to respond to the electric braking force.

[0026] Specifically, when the accelerator pedal opening is greater than 1%, the hybrid power controller (HCU) immediately sends an overdrive signal to the intelligent driving controller (HAD) and the brake distributor (IBC) via the CAN bus to ensure the timely response of the system.

[0027] The brake distributor (IBC) receives deceleration requests from the intelligent driving controller (HAD) and negative torque capabilities from the hybrid power controller (HCU), and performs real-time electro-hydraulic brake distribution to cooperate with the vehicle's hybrid power controller (HCU) to achieve vehicle braking.

[0028] In the SACC mode (Intelligent Driving Mode) throttle override scenario, the intelligent driving throttle override control method includes the following steps: The S100 and the hybrid power controller (HCU) monitor the accelerator pedal status. When the accelerator pedal opening is greater than 1%, the hybrid power controller (HCU) sends an over-throttle signal. The hybrid power controller (HCU) transmits the signal via the CAN line within ≤10ms, reserving a critical time window for the coordinated control of other hardware.

[0029] S200 responds to the throttle over-control signal and issues a deceleration request, causing the deceleration request to return to zero according to the preset deceleration request exit curve.

[0030] S300 responds to the throttle over-control signal and sends a negative torque capability signal, causing the negative torque capability to exit to zero according to the preset negative torque capability exit curve.

[0031] The deceleration request exit curve and the negative torque capability exit curve both include a first exit segment, a second exit segment, and a third exit segment that are smoothly connected in sequence. The absolute value of the average slope of the second exit segment is greater than the absolute value of the average slope of the first and third exit segments. During the exit process, the deceleration request and the negative torque capability gradually approach zero. When the deceleration request and the negative torque capability reach zero, the intelligent driving controller HAD issues an acceleration request to respond to the driver's acceleration request by pressing the accelerator.

[0032] By employing a curve exit strategy, the deceleration variation of "slow at the beginning, fast in the middle, and slow at the end" during human driving is simulated. Combined with the synchronous control of torque change rate and braking force change rate, the deceleration during overtaking is kept stable within a comfortable range (-1.5 to -1 m / s²) for a relatively long period. The quantified comfortable driving parameter constraints are: clearly controlling the deceleration within the range of -1.5 to -1 m / s² for a relatively long period, and the deceleration change rate ≤ 0.5 m / s³. This transforms the "comfortable and smooth" goal into executable technical parameter boundaries, avoiding abrupt changes or loss, and matching the operating habits of human drivers, which can significantly optimize the smoothness of driving during overtaking.

[0033] The coordinated strategy for deceleration request and motor torque exit: The Intelligent Driving Controller (HAD) and the Hybrid Power Controller (HCU) synchronously adopt a curve strategy of "slow at the beginning, fast in the middle, and slow at the end" to control the braking force exit corresponding to the deceleration request and control the motor to switch from negative torque to positive torque, respectively, to ensure that the timing of the two is matched.

[0034] The S400 responds to deceleration requests and negative torque capabilities, performs electro-hydraulic brake distribution, and based on the electro-hydraulic brake distribution results, the hybrid power controller (HCU) controls the vehicle to perform braking.

[0035] Specifically, during throttle overdrive, in this embodiment, the deceleration capability corresponding to the negative torque capability is always greater than or equal to the deceleration request, thus enabling the deceleration requirement to be met solely by electric braking, avoiding the use of hydraulic braking. The control logic that prioritizes electric braking allows it to participate in deceleration, replacing the energy loss of traditional hydraulic braking, maximizing the recovery of kinetic energy during deceleration, and extending the vehicle's driving range. Simultaneously, by using electric braking to decelerate the vehicle, the hydraulic braking system does not participate during throttle overdrive, thereby avoiding mechanical noise during hydraulic pressure build-up and effectively improving the user experience for the driver and passengers.

[0036] During deceleration, the sensors acquire the vehicle's actual deceleration in real time. The Intelligent Driving Controller (HAD) calculates the deviation between the deceleration request and the actual deceleration signal, and adjusts the braking force output in real time based on the deviation to achieve closed-loop control of deceleration.

[0037] This invention also provides a vehicle, including a memory, a processor, and a program stored in the memory and executable on the processor. When the program is executed by the processor, it implements the intelligent driving throttle overload control method.

[0038] The processor can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0039] The memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and is called and executed by the processor.

[0040] Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0041] According to an embodiment of the present invention, a computer-readable storage medium stores computer-executable instructions thereon, which, when executed by a processor, implement the above-described intelligent driving throttle overload control method.

[0042] The executable instructions in the computer-readable storage medium can be updated via network or a USB memory equipped with the latest version to override the original intelligent driving control method. This control method is based on a compatible design of existing hardware interfaces: it does not require modification of the hardware structure of the hybrid power controller (HCU), intelligent driving controller (HAD), and brake distributor (IBC). It only optimizes and adapts the torque longitudinal control interface through software strategies, reducing implementation costs. It can be adapted to multiple vehicle models without additional modifications, meeting the needs of large-scale applications.

[0043] The computer-readable storage medium of this invention can be any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this invention, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0044] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0045] This solution's intelligent driving throttle over-control method ensures smooth deceleration and improves driving comfort through an ergonomic exit strategy; at the same time, it maximizes the kinetic energy recovery efficiency of electric braking, extending the vehicle's driving range. Furthermore, the solution is compatible with existing hardware interfaces and can be adapted to multiple vehicle models without additional modifications, meeting the needs of large-scale applications.

[0046] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0047] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0048] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A method for intelligent driving throttle overload control, characterized in that, Includes the following steps: Based on the accelerator pedal status, a throttle over-control signal is issued; In response to the throttle over-control signal, a deceleration request is issued, causing the deceleration request to return to zero according to the preset deceleration request exit curve; In response to the throttle over-control signal, a negative torque capability signal is issued, causing the negative torque capability to exit to zero according to the preset negative torque capability exit curve; In response to deceleration requests and negative torque capabilities, electro-hydraulic brake distribution is performed, and the vehicle is controlled to perform braking based on the electro-hydraulic brake distribution results; The deceleration request exit curve and the negative torque capability exit curve both include: a first exit segment, a second exit segment, and a third exit segment connected smoothly in sequence, and the absolute value of the average slope of the second exit segment is greater than the absolute value of the average slope of the first exit segment and the third exit segment.

2. The intelligent driving throttle overload control method according to claim 1, characterized in that, The deceleration request is issued simultaneously with the negative torque capability.

3. The intelligent driving throttle overload control method according to claim 1, characterized in that, When distributing electro-hydraulic brakes, electric brakes are used first in response to the deceleration request.

4. The intelligent driving throttle overload control method according to claim 3, characterized in that, During throttle over-control, the deceleration capacity corresponding to the negative torque capability is always greater than or equal to the deceleration request to avoid using hydraulic braking.

5. The intelligent driving throttle overload control method according to claim 1, characterized in that, During the process of disengaging the negative torque capability, the negative torque of the motor smoothly switches to the positive drive torque corresponding to the accelerator pedal opening, and the absolute value of the rate of change of the vehicle's deceleration is less than or equal to 0.5 m / s³.

6. The intelligent driving throttle overload control method according to claim 1, characterized in that, When the accelerator pedal opening is greater than the over-control trigger threshold, an over-control signal is issued within ≤10ms.

7. An intelligent driving control system, characterized in that, include: A hybrid power controller is used to monitor the accelerator pedal status and send the accelerator overload signal and negative torque capability signal; The intelligent driving controller is used to receive the throttle over-control signal and issue the deceleration request; A brake distributor is used to receive and respond to the deceleration request and the negative torque capability signal to distribute braking force to the electric braking system and the hydraulic braking system.

8. The intelligent driving control system according to claim 7, characterized in that, Also includes: Sensors are used to acquire road traffic information and vehicle motion status, and then send the road traffic information and vehicle motion status to the intelligent driving controller.

9. A vehicle, characterized in that, include: Memory; processor; An executable program is stored in a memory, and when the executable program is executed by a processor, it implements an intelligent driving throttle overload control method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions for causing a computer to perform an intelligent driving throttle overload control method as described in any one of claims 1 to 6.

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